GIFT  OF 

Bureau  of  rail'.vay 
economics 


L I Q  H  T 


LOCOMOTIVES. 


H.  K.  PORTER  &  CO 


PITTSBURGH,   PA. 


SIXTH  EDITION. 


1889. 


BUFFALO,    N.    Y. 

[ATTHEWS,      NORTHRUP     &     CO.,     ART-PRINTING      WORKS, 
Office  of  the  "Buffalo  Morning  Express." 


H.    K.    PORTER  &  CO., 

BUILDERS  OF  LIGHT  LOCOMOTIVES. 

PITTSBURGH,  PA. 

OFFICE,   Corner  of  Smithfield  and   Water  Streets,  in 
Monongahela   House   Building. 

WORKS,  On  Allegheny  Valley  R.  R.,  49th  to  50th  Streets. 


BUSINESS   ESTABLISHED    1866. 


SMITH  &  PORTER 1866-1871 

PORTER,  BELL  &  CO 1871-1878 

H.  K.  PORTER  &  CO.  1878 


FOR  INDEX  SEE  LAST  PAGE. 


LIGHT  LOCOMOTIVES. 


Our  EXCLUSIVE  SPECIALTY  is  the  manufacture  of  Light  Locomotives 
in  every  variety  of  size  and  style,  and  for  any  practicable  gauge  of  track, 
to  meet  the  requirements  of  many  kinds  of  service  for  which  ordinary 
locomotives  are  not  practical  or  are  not  economical. 

Our  LOCATION  in  the  city  of  Pittsburgh,  Pa.,  affords  us  unusual 
advantages  in  obtaining  supplies  and  shipping  locomotives.  Our  shops 
were  built  by  us,  and  stocked  with  tools  especially  adapted  to  our  busi- 
ness. Our  designs  and  methods  of  construction  are  not  mere  copies  on  a 
reduced  scale  from  heavy  locomotives, but  are  the  results  of  our  experience 
in  this  specialty  for  many  years.  Natural  gas  is  used  for  forging  and 
case-hardening.  We  use  only  the  best  materials.  Our  shop  force  is 
well  drilled,  most  of  the  workmen  having  been  educated  in  our  employ, 
and  all  of  them  take  pride  in  the  good  reputation  of  the  shop. 

OUR  DUPLICATE  SYSTEM  is  a  most  valuable  feature,  to  which  we  invite 
special  attention.  By  means  of  original  and  duplicate  drawings  and 
records,  and  of  standard  gauges  and  templets,  and  of  special  tools  and 
machines,  each  locomotive  is  made  interchangeable  with  all  others  of 
the  same  size  and  class.  This  reduces  the  cost  of  repairs  of  our  locomo- 
tives to  the  minimum  and  saves  their  owners  from  any  expense  for 
patterns  or  shops.  A  good  engineer  is  competent  to  attach  duplicate 
parts  and  usually  without  losing  a  trip.  We  furnish  with  every  locomo- 
tive a  LIST  OF  NAMES  OF  PARTS,  to  save  mistakes  in  ordering*  supplies. 
Our  duplicate  system  differs  in  one  important  item  from  that  of  other 
shops.  We  ahcays  keep  on  hand,  independent  and  ahead  of  orders,  a 
full  stock  of  fitted  duplicate  parts  for  our  standard  designs  and  sizes,' so 
that  orders  for  repairs  are  filled  immediately  upon  receipt.  This  prac- 
tically insures  our  locomotives  against  loss  of  time,  although  customers 
in  foreign  countries  or  at  a  great  distance  may  find  it  desirable  to  order 
with  their  locomotives  a  few  extra  parts  most  liable  to  wear  or  injury. 
Our  records  show  that  90  per  cent  of  orders  for  supplies  are  filled  from 
fitted  stock  on  hand,  63  per  cent  being  shipped  on  the  day  of  receipt  of 
order,  and  27  per  cent  on  the  next  day,  because  orders  were  received  too 
near  ihe  close  of  business  hours.  Of  the  remainder,  5  per  cent  were 
shipped  two  days  and  5  per  cent  more  than  two  days  after  the  receipt  of 
order.  This  includes  all  shipments  of  supplies  except  departures  from 
standard  designs  made  by  customers'  instructions,  and  some  parts  differ- 
ing with  gauge  of  track  which  are  not  kept  on  hand  for  unusual  gauges. 

QUICK  DELIVERY  OF  LOCOMOTIVES  and  prompt  completion  on  cr 
before  contract  time  is  secured  by  our  system  of  construction.  We  can 
usually  fill  orders  for  locomotives  inside  of  60  or  90  days  and  occasion- 
ally in  30  days.  We  request  correspondents  not  to  ask  for  earlier 
delivery  than  necessary,  as  we  have  only  limited  facilities  for  storing 
engines. 

IMMEDIATE  DELIVERY  OF  LOCOMOTIVES  is  not  often  to  be  expected. 
But  for  a  number  of  years  we  have  endeavored  to  keep  on  hand  com- 
pleted locomotives  of  several  sizes  for  wide  and  for  narrow  gauge,  suitable 
for  contractor's  use,  steel  works,  logging  roads,  suburban  roads,  etc. 
When  any  of  these  stock  locomotives  are  sold,  whether  before  or  after 
completion,  another  one  is  at  once  put  under  construction.  We  do  not 
buy  or  sell  second  hand  locomotives. 

A  1705 4 


S.  K.  PORTER  &  CO. 


OUR  GUARANTY. 


"We  guarantee  all  our  locomotives  to  be  according  to  specifications  ;  to 
be  of  best  work  and  material,  accurately  constructed  to  our  duplicate 
system  ;  to  be  efficient  in  service  and  to  come  up  to  their  hauling  capacity 
as  given  and  explained  in  this  catalogue. 

We  offer  the  very  best  work,  of  designs  adapted  to  special  require- 
ments, accurate,  interchangeable,  and  durable,  at  short  notice  and 
reasonable  prices. 

Our  locomotives  are  in  operation  in  nearly  every  State  and  Territory 
of  United  States,  and  in  Canada,  in  the  West  Indies  and  Mexico,  indifferent 
parts  of  South  America,  and  in  Japan,  and  we  consider  them  our  best 
advertisement,  and  their  owners  as  our  best  references.  On  an  average 
over  half  our  orders  are  from  old  customers,  and  most  of  the  rest  are 
given  from  information  received  or  from  personal  knowledge  of  the 
efficiency  of  our  engines  at  work. 


PRICES  OF  LOCOMOTIVES. 

It  is  not  practicable  to  name  prices  in  this  catalogue.  On  application 
of  customers  we  will  make  propositions,  with  photographs  and  specifica- 
tions for  locomotives  guaranteed  to  do  the  required  work.  Such  applica- 
tions should  state 

1.  The  gauge  of  track,  length  of  road,  kind  of  fuel,  weight  of  rail, 
and  radius  of  sharpest  curve. 

2.  The  steepest  grade,  with  its  length,  for  loaded  cars  to  go  up  (also 
the  same  for  empty  cars  if  they  return  empty). 

3.  The  number  of  cars  to  be  hauled  in  each  train  and  the  weight  of 
each  car  and  of  its  load. 

4.  The  total  amount  of  freight  to  be  carried  one  way  daily. 

When  customers  have  previously  determined  on  the  size  and  style  of 
locomotives  they  require,  we  would  still  request  the  above  information, 
as  we  may  be  able  to  suggest  some  less  expensive  and  more  satisfactory 
design  ;  and  also  because  we  wish  in  all  cases  to  be  convinced  ourselves 
that  locomotives  furnished  by  us  are  of  such  power  and  design  as  are 
best  adapted  to  perform  the  work,  and  so  will  be  of  credit  to  us,  and  of 
the  utmost  benefit  to  their  owners. 


With  orders  for  locomotives  it  is  desirable  that  the  following  informa- 
tion be  given  promptly  : 

1.  The  gauge  of  track  (exact  space  in  the  clear  between  rails); 

2.  The  kind  of  fuel ; 

3.  The  height  of  the  centre  of  the  car  couplings  above  the  rail ; 

4.  (At  later  convenience)  the  lettering  for  cab  and  tank. 


PITTSBURGH,  PSNNA. 


THE  STANDARD  SPECIFICATIONS 

of  our  LIGHT  LOCOMOTIVES  include  axles,  tires,  guides,  crank-pins,  rods, 
links  and  springs  of  steel ;  valve  gear  and  other  working  joints,  links 
and  blocks  of  case-hardened  steel  with  extra  long  bearings,  with  hardened 
steel  pins  and  thimbles ;  iron  frames  solidly  forged  ;  cylinders  and  all 
cast-iron  wearing  surfaces  of  close,  hard  charcoal  mixture  of  metal ; 
wearing  brasses  ingot  copper  and  as  large  a  proportion  of  tin  as  can  be 
worked ;  all  moveable  nuts  and  bolts  case-hardened  ;  all  parts  drilled, 
planed,  turned  and  fitted  to  gauges  and  templets,  and  interchangeable  ; 
all  bolts  of  U.  S.  standard  thread ;  all  cocks  to  standard  gas-taps  ;  all 
material  and  workmanship  of  the  very  best ;  painting  and  finish  neat 
and  suited  to  the  service  throughout.  Boiler  of  homogeneous  cast  steel 
plates  ;  lap-welded  flues,  set  with  copper  ferrules  at  the  fire-box  ends  ;  all 
caulking  done  with  a  blunt  tool  on  bevelled  edges  by  the  patent  concave 
process  ;  rivets  hand  riveted  by  the  latest  and  best  patent  method  ;  boiler 
tested  before  lagging  to  180  Ibs.  hydraulic  pressure,  and  engine  fired  up 
and  worked  by  its  own  steam  on  friction  rollers  before  shipment. 
Tank  of  steel  plates. 

Special  attention  is  given  to  secure  for  all  of  our  locomotives  thorough 
fitness  in  all  details  for  the  service  required  ;  also  compactness  and  acces- 
sibility of  machinery,  and  convenience  and  perfect  control  of  all  work- 
ing levers,  gauges,  etc.,  by  the  engineer. 

Our  locomotives  are  furnished  with  pump  and  injector  (or  two 
injectors  and  no  pump),  with  seamless  copper  pipe  connections ;  sand- 
box ;  bell  (except  mine  locomotives,  motors  and  some  special  styles) ; 
safety  and  relief  valves,  steam  gauge,  cab-lamp,  cylinder  oilers,  blow-off, 
heater,  blower,  gauge,  pet,  sprinkling,  and  other  cocks  ;  tool-box  and 
cushion  ;  tools,  including  two  screw-jacks,  tallow  and  oil  cans,  spanner 
and  flat  wrenches  to  fit  all  bolts  and  nuts  ;  monkey-wrench,  steel  and 
copper  hammers  ;  chisels,  pinch-bar,  poker,  scraper,  and  torch. 

Headlights,  driver  or  power-brakes,  syphon  pumps,  etc.,  are  extra. 

Unless  otherwise  agreed,  our  delivery  is  free  on  board  cars  at  our 
shops.  We  can  obtain  advantageous  freight  rates  to  all  accessible  points. 
For  foreign  shipments  we  are  prepared  to  include  in  our  propositions  the 
taking  apart  of  locomotives,  protecting  from  rust,  boxing,  and  prepay- 
ing freight  and  lighterage  charges  to  the  vessel's  dock. 


The  illustrations  and  descriptions  herein  presented  comprise  only  our 
leading  styles  and  sizes ;  we  have  many  modifications  of  these,  besides 
other  special  patterns  and  designs,  and  are  also  ready  to  prepare  other 
designs  for  peculiar  cases,  or  to  build  to  required  specifications. 


H.  K.  PORTER  &  CO., 


EIGHT-WHEEL  PASSENGER   LOCOMOTIVE, 


(  diameter 

11  inches. 
16  inches. 

12  inches. 
16  inches. 

12  inches. 
18  inches. 

13  inches. 
18  inches. 

Cylinders  •< 

(  stroke   

Diameter  of  driving  wheels  

40  inches. 

40  to  44  in. 

44  to  48  in. 

44  to  48  in. 

Diameter  of  truck  wheels  

20  inches. 

18  to  20  in. 

20  to  22  in. 

20  to  22  in. 

Rigid  wheel-base  of  engine  
Total  wheel-base  of  engine 

6  ft.  0  in. 
15  ft.  6  in. 
32  ft.  4  in. 

6  ft.  6  in 
16  ft.  4  in. 
34  ft.  3  in. 

6  ft.  9  in. 
16ft.lOin. 
34  ft.  9  in. 

6  ft.  9  in. 
17  ft.  7  in. 
37  ft.  5  in. 

Wheel-base  of  engine  and  tender  

Length  over  all  of  engine  and  tender  

39  ft.  9  in. 

42  ft.  5  in. 

42  ft.  11  in. 

46  ft.  2  in. 

Weight  of  engine  in  working  order 

34,000  Ib. 
23,000  Ib. 
11,000  Ib. 

37,000  Ib. 
25,000  Ib. 
12,000  Ib. 

39,000  Ib. 
26,000  Ib. 
13,000  Ib. 

44,000  Ib. 
29,500  Ib. 
14,500  Ib. 

Weight  on  driving  wheels 

Weight  on  four-wheel  truck  

Water  capacity  of  tender  tank  

1,050  gals. 

1,200  gals. 

1,200  gals. 

1,400  gals. 

Weight   per   yard   of   lightest  steel   rail 
advised  

30  Ib. 

30  Ib. 

30  Ib. 

35  Ib. 

Haulingr    capacity   on    a    level, 
in  tons  of   2  OOO  Ib 

600  tons. 

650  tons. 

700  tons. 

800  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II.,  page  47. 


PITTSBURGH,  PENNA. 


The  "  Eight-wheel "  or  "American  "  pattern  of  locomotive  is  deservedly 
a  favorite  for  general  use  on  broad-gauge  roads  throughout  the  United 
States,  and  hence  has  been  very  largely  adopted  by  narrow-gauge  roads. 

We  believe,  however,  that  a  narrow-gauge  engine,  or  a  light  engine  for 
wide  gauge,  should  be  something  more  than  a  miniature  copy  of  a  full 
size  standard-gauge  engine,  and  that  the  construction  necessary  on  a 
large  engine  should  be  simplified  on  a  small  engine  where  it  can  be  done 
advantageously. 

We  regard  the  "Eight-wheel "pattern,  especially  the  smaller  sizes,  as 
less  desirable  than  some  other  designs  in  the  following  particulars  : 

The  weight  is  not  distributed  to  secure  the  maximum  of  power,  the 
proportion  of  dead  to  useful  weight  being  necessarily  very  large. 

The  truck  wheels  are  necessarily  of  smaller  diameter  than  is  advisable 
for  high  speeds  ;  or  to  secure  larger  truck  wheels  the  boiler  is  set  higher, 
and  the  centre  of  weight  raised  more  than  is  desirable  for  fast  running. 

While  we  recommend  the  design  illustrated  on  page  6  in  preference  to 
the  "  Eight-wheel "  pattern,  we  wish  to  meet  the  views  of  all  customers, 
and  are  prepared  to  furnish  this  style  of  sizes  as  specified. 


NOTE.— Refer  to  page  46for  explanation  of  hauling-  capacity; 
for  regular  work  locomotives  should  be  used  at  one-half  or 
two-thirds  of  their  full  capacity  or  at  a  less  proportion  for 
fast  speeds. 

For  actual  performances  see  WORKING  REPORTS  on  pages  90  and  91. 


H.  K.  PORTER  &  CO., 


SIX-WHEEL  PASSENGER  LOCOMOTIVE. 


i  diameter           ....        

11  inches. 

12  inches. 

12  inches. 

13  inches. 

Cylinders-^ 
i  stroke  

16  inches. 

16  inches. 

18  inches. 

18  inches. 

Diameter  of  driving  wheels  

40  inches. 

40  to  44  in. 

44  to  48  in. 

44  to  48  in. 

Diameter  of  truck  wheels 

26  inches. 

26  to  30  in. 

30  inches. 

30  inches. 

Rigid  wheel-base  of  engine  

6  ft.  0  in. 

6  ft.  6  in. 

6  ft.  9  in. 

6  ft.  9  in. 

Total  wheel-base  of  engine  

16  ft.  2  in. 

16ft.lOin. 

17  ft.  4  in. 

18  ft.  1  in. 

Wheel-base  of  engine  and  tender  

32  ft.  6  in. 

34  ft.  10  in. 

35  ft.  4  in. 

37ft.llin. 

Length  over  all  of  engine  and  tender  

39  ft.  0  in. 

43  ft.  5  in. 

43ft.llin. 

46  ft.  6  in. 

Weight  of  engine  in  working  order  

33,000  Ib. 

36,000  Ib. 

38,000  Ib. 

43,000  Ib. 

Weight  on  driving  wheels 

25,000  Ib. 

27,000  Ib. 

28,500  Ib. 

32,500  Ib. 

Weight  on  two-  wheel  radial-bar  truck  

8,000  Ib. 

9,000  Ib. 

9,500  Ib. 

10,500  Ib. 

Water  capacity  of  tender  tank         .  .  . 

1,050  gals. 

1,200  gals. 

1,200  gals. 

1,400  gals. 

Weight  per  yard   of  lightest   steel    rail 

advised  

30  Ib. 

30  Ib. 

30  Ib. 

35  Ib. 

Hauling    capacity   on   a   level, 

In  tons  of   2.OOO    Ib.  . 

650  tons. 

700  tons. 

750  tons. 

850  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II.,  page  47. 


PITTSBURGH,  PENNA. 


The  pattern  of  locomotive  illustrated  on  the  opposite  page  was  de- 
signed by  us  for  fast  passenger  service  and  long  runs  on  narrow  gauge, 
and  also  for  light  work  on  standard  gauge,  and  has  proved  extremely 
powerful  and  fast.  The  special  advantages  of  this  pattern  over  others 
for  such  service  are  : 

Economical  distribution  of  weight,  securing  the  greatest  proportion  of 
useful  weight,  and  consequently  the  greatest  power,  as  well  as  ease  on 
track. 

The  centre  of  weight  is  extremely  low,  securing  unusual  stability; 
and  the  pony  truck  wheels  are  of  large  diameter,  rendering  the  engine 
capable  of  very  high  speed  with  perfect  safety. 

The  unusually  long  flexible  wheel-base  secures  great  ease  of  motion, 
even  on  a  rough  track  ;  and  the  short  rigid  wheel-base  and  superior 
curving  qualities  of  the  truck  permit  passing  sharp  curves  even  at  a  high 
speed. 

The  truck  axle  and  machinery  are  proportioned  to  the  load  to  be 
upheld,  and  better  able  to  endure  severe  shocks  than  the  smaller  axles 
and  lighter  machinery  of  the  four-wheel  truck.  At  the  same  time 
simplicity  is  attained  and  useless  gear  avoided.  Curves  of  a  150  feet 
radius,  speed  of  40  to  60  miles  per  hour,  and  runs  of  150  to  200  miles 
per  day  are  practicable. 

The  same  general  style,  "with  smaller  drivers,  and  of  sufficient  weight 
to  utilize  them,  is  very  efficient  for  freight  or  for  mixed  traffic,  or  for 
passenger  service  on  heavy  grades,  and  is  by  many  preferred  to  the 
"Mogul"  style  (page  16). 


NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity ;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity  or  at  a  less  proportion  for 
fast  speeds. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  89  to  91. 


H.  K.  PORTER  &  CO., 


MEDIUM  PASSENGER  LOCOMOTIVE. 

These  engines  are  designed  for  passenger  or  mixed  service,  for  shorter 
runs  and  slower  speed  than  the  patterns  shown  on  pages  4  and  6. 

They  will  readily  pass  curves  of  125  feet  radius,  and  a  speed  of  30  to 
40  miles  per  hour  is  attainable  under  favorable  conditions. 

The  very  large  proportion  of  weight  on  the  driving  wheels  adapts  these 
locomotives  for  steep  grades,  for  heavy  loads  and  for  quick  stopping  and 
starting  of  trains.  In  most  cases  they  are  practically  as  efficient  as  the 
next  larger  sizes  of  the  styles  on  pages  4  and  6. 


diameter 

10  inches 

11  inches 

Diameter  of  driving  wheels 

16  inches. 
36  to  40  in 

16  inches. 
40  to  44  in 

Diameter  of  truck  wheels  
Rigid  wheel-base  of  engine                                              * 

24  to  26  in. 
6  ft  6  in 

26  to  28  in. 
6  ft  6  in 

Total  wheel-base  of  engine  
Wheel-bass  of  engine  and  tender 

13  ft.  3  in. 
29  ft  6  in 

14  ft.  3  in. 
33  ft  9  in 

Length  over  all  of  engine  and  tender  
Weight  of  engine  in  working  order 

36  ft.  6  in. 
280001b 

40  ft.  0  in. 
32  000  Ib 

Weight  on  driving  wheels  
Weight  on  two-wheel  radial-bar  truck 

24,000  Ib. 
40001b 

26,000  Ib. 
6,000  Ib 

Water  capacity  of  tender  tank  
Weight  per  yard  of  lightest  steel  rail  advised 

800  gals. 
30  Ib 

1,050  gals. 
30  Ib. 

Hauling  capacity  on  a  level,  in  tons  o1 
2  OOO   Ib 

r 
625  tons 

700  tons 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity ;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity,  or  at  a  less  proportion 
for  fast  speeds. 


For  actual  performances,  see  WORKING  REPORTS  on  pages  87,  88, 
89  and  144. 


PITTSBURGH,  PENNA. 


FOUR-WHEEL-CONNECTED  SADDLE-TANK  LOCOMOTIVE,  WITH 
FRONT  TRUCK, 

These  engines  are  well  adapted  for  suburban  roads  where  the  grades 
and  loads  are  heavy,  and  where  the  run  is  not  long  enough  to  require  a 
tender  tank.  As  the  weight  of  the  water  is  used  for  traction,  and  there 
is  no  tender,  these  engines  can  haul  larger  trains  than  those  shown  on 
the  opposite  page.  The  relative  advantage  increases  with  the  grade. 

In  most  cases  the  "  Back-Truck,"  design  described  on  page  19  or  page 
21  is  preferable,  as  it  admits  more  fuel  space  and  more  cab  room. 

The  engines  may  be  run  without  turning,  and  are  adapted  to  either 
wide  or  narrow  gauge. 


/T_I-  j        f  diameter                                                                   10  inches 

11  inches 

Cylinders  -J  stroke  16  inches. 

16  inches 

Diameter  of  driving  wheels                                                       33  to  40  in 

36  to  40  in 

Diameter  of  truck  wheels  22  to  26  in. 
Rigid  wheel-base                                                                          6  ft  6  in 

24  to  26  in. 
6  ft  6  in 

Total  wheel-base  13  ft.  3  in. 
Length  over  all  26  ft.  9  in. 

14  ft,  3  in. 
28  ft.  0  in 

Weight  in  working  order  33.000  Ib. 
Weight  on  driving  wheels                                                          27  000  Ib 

37,000  Ib. 
30  000  Ib 

Weight  on  two-  wheel  radial-bar  truck  6,000  Ib. 
Water  capacity  of  saddle  tank  500  gals 

7,000  Ib. 
600  gals. 

Weight  per  yard  of  lightest  steel  rail  advised                           30  Ib 

35  Ib 

Hauling  capacity   on  a  level,  in  tons  of 
2,OOO    Ib.                                                                             675  tons 

800  tons 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity,  or  at  a  less  proportion 
for  fast  speeds. 


10 


H.  K.  PORTEE  &  CO., 


LIGHT  PASSENGER  LOCOMOTIVE, 

These  engines  are  designed  for  light  work  on  light  rails.  They  will 
pass  curves  of  75  feet  radius ;  and  are  capable  of  a  speed  of  25  to  35 
miles  per  hour. 

We  are  prepared  to  build  smaller  engines  of  this  style. 


r^,-\  '  j       1  diameter  .  .  . 

8  inches. 
14  inches. 
30  inches. 
18  inches. 
5  ft.  0  in. 
9  ft.  0  in. 
23  ft.  0  in. 
30  ft.  0  in. 
16,000  Ib. 
13,500  Ib. 
2,500  Ib. 
500  gals. 
20  Ib. 

9  inches. 
14  inches. 
36  inches. 
22  inches. 
5  ft.  9  in. 
10  ft.  9  in. 
25  ft.  6  in. 
32  ft.  6  in. 
20,000  Ib. 
17,000  Ib. 
3,COO  Ib. 
500  gals. 
25  Ib. 

Cylinders  |gtrok|            ;                     

Diameter  of  driving  wheels 

Diameter  of  truck  wheels           ... 

Rigid  whe^l-base  of  engine 

Total  wheel-base  of  engine  
Wheel-base  of  engine  and  tender 

Length  over  all  of  engine  and  tender  
Weight  of  engine  in  working  order 

Weight  on  driving  wheels  
Weight  on  two-wheel  radial-bar  truck 

Water  capacity  of  tender  tank  

Weight  per  yard  of  lightest  steel  rail  advised 

Hauling  capacity  on  a  level,  in  tons  of 
2,OOO  Ib 

350  tons. 

475  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity,  or  at  a  less  proportion 
for  fast  speeds. 

For  actual  performances,  see  WORKING  REPORTS,  on  pages  86,  87 , 
138  and  140. 


PITTSBURGH,  PENNA. 


11 


LIGHT  FOUR-WHEEL-CONNECTED  SADDLE-TANK  LOCOMOTIVE, 
WITH  FRONT  TRUCK. 

These  engines  are  adapted  for  light  suburban  traffic  and  other  service 
where  a  greater  speed  is  needed  than  is  easily  attainable  by  four-wheel- 
connected  tank  locomotives,  and  where  the  run  is  not  long  enough  to 
require  a  tender.  As  the  weight  of  the  water  is  used  for  traction,  and 
there  is  no  tender,  these  engines  can  haul  heavier  trains  than  those  shown 
on  the  opposite  page.  This  relative  advantage  increases  with  the 
grade. 

In  most  cases  the  "Back-Truck"  design,  described  on  pages  19,  20  or 
21  is  preferable,  as  it  admits  more  fuel  space  and  more  cab  room. 

These  engines  may  be  run  without  turning,  and  are  adapted  to  either 
wide  or  narrow  gauge. 


n~i-  ^       1  diameter.  .  . 

1 
8  inches 

9  inches 

Cylinders  ^trokj                         

Diameter  of  driving  wheels 

30  inches 

33  inches 

Diameter  of  truck  wheels  

...      18  inches. 

22  inches 

Rigid  wheel-base  

5ft  0  hi 

5  ft  9  hi 

Total  wheel-base 

8  ft  7  in 

10  ft  9  in 

Length  over  all  

17  ft  6  in 

19  ft  9  in 

Weight  in  working  order  

21,500  Ib. 

25,000  Ib 

Weight  on  driving  wheels 

170001b 

21  000  Ib 

Weight  on  two-wheel  radial-bar  truck  
Water  capacity  of  saddle  tank 

3.500  Ib. 
275  gals 

4.000  Ib. 
325  gals 

Weight  per  yard  of  lightest  steel  rail  advised  

20  Ib. 

25  Ib. 

Hauling  capacity  on  a  level,  in  tons  of 
2,000  Ib 


425  tons. 


550  tons. 


To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 


12 


H.  K.  PORTER  &  CO., 


SIX-WHEEL-CONNECTED  LOCOMOTIVE,  WITH  TENDER. 


(  diameter 

10  inches. 

11  inches 

12  inches. 

12  inches 

13  inches 

Cylinders^ 

(  stroke  

16  inches. 

16  inches. 

16  inches. 

18  inches. 

18  inches. 

Diameter  of  driving  wheels  

33  inches. 

33  inches. 

36  inches. 

36  inches. 

40  inches. 

Wheel-base  of  engine  

7  ft.  8  in. 

8  ft.  1  in. 

8  ft.  1  in. 

9  ft.  0  in. 

10  ft.  0  in. 

Wheel-base  of  engine  and  tender. 

28  ft.  0  in. 

28  ft.  0  in. 

29  ft,  0  in. 

29  ft.  6  in. 

30  ft.  0  in. 

Length  over  all  of   engine  and 

tender 

35  ft  0  in 

39  ft  0  in 

40  ft  0  in 

41  ft  0  in 

41  ft  6  in 

Weight  of  engine  in  working  or- 

der (all  on  drivers)  

28,000  Ib. 

30,000  Ib. 

33,000  Ib. 

36,000  Ib. 

41,000  Ib. 

Water  capacity  of  tender  tank  .  . 

800  gals. 

1,050  gals. 

1,050  gals. 

1,050  gals. 

1,200  gals. 

Weight  per  yard  of  lightest  steel 

rail  advised 

25  Ib 

30  Ib 

30  Ib 

30  Ib 

35  Ib 

Hauling    capacity   on   a 

level,  in  tons  of  2,OOO 

Ib 

750  tons 

800  tons 

975  tons 

1  100  tons 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II.,  page  47. 

For  SADDLE-TANK  LOCOMOTIVES  of  this  class,  see  page  23. 


PITTSBURGH,  PENNA.  13 


These  engines  are  equalized  between  rear  and  centre  drivers  ;  they  also 
have  a  cross  equalizer  at  front  drivers.  The  centre  drivers  are  without 
flanges.  The  engines  are  easy  on  the  track,  and  curve  well  up  to  a  speed 
of  15  to  20  miles  per  hour.  Having  all  their  weight  on  drivers,  and 
having  a  short  wheel  base,  they  are  specially  adapted  to  hauling  heavy 
loads  on  steep  grades  and  short  curves,  and  in  many  cases  are  preferable 
to  the  "  Mogul "  described  on  page  16. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  98,  100, 
101,  146  and  147. 


14 


H.  K.  PORTER  &  CO., 


LIGHT  SIX-WHEEL-CONNECTED  LOCOMOTIVE,  WITH  TENDER. 


{diameter 

8  inches. 

9  inches. 

W>  in 

**/%  ***• 

stroke  

14  inches. 

14  inches. 

14  inches. 

Diameter  of  driving  wheels  

26  inches. 

28  inches. 

33  inches. 

Wheel-base  of  engine  

5  ft.  5  in. 

5  ft.  10  in. 

7  ft.  3  in. 

Wheel-base  of  engine  and  tender  

20  ft.  0  in. 

21  ft.  0  in. 

22  ft.  0  in. 

Length  over  all  of  engine  and  tender  

27  ft.  0  in. 

28  ft.  0  in. 

30  ft.  0  in. 

Weight  of  engine  in  working  order  (all  on 

drivers) 

16,000  Ib. 

18,500  Ib. 

22,000  Ib. 

Water  capacity  of  tender  tank 

300  gals. 

500  gals. 

800  gals. 

Weight  per  yard  of  lightest  steel  rail  advised.  . 

16  Ib. 

20  Ib. 

25  Ib. 

Hauling    capacity    on    a    level,   in 

tons  of  2,OOO  Ib  

400  tons. 

500  tons. 

600  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II.,  page  47. 

NOTE.— The  8x14  cylinders  locomotive  has  four-wheeled 
tender. 


For  SADDLE  TANK  LOCOMOTIVES  of  this  class,  see  page  22. 


PITTSBURGH,  PENNA.  15 


These  engines  are  designed  for  local  freight  or  mixed  trains  on  light 
equipped  roads  narrow  or  standard  gauge  ;  also  for  construction,  and  for 
special  service  where  the  run  is  longer  than  is  expedient  for  saddle-tank 
engines.  Curves  of  less  than  100  feet  radius  are  admissible.  The  centre 
drivers  are  without  flanges.  The  weight  on  drivers  is  equalized  in  the 
same  manner  as  the  engines  on  page  12.  We  would  advise  that  the  run- 
ning time  should  not  exceed  15  miles  per  hour,  although  on  easy  grades 
and  curves  this  style  has  run  30  miles  per  hour. 

We  are  prepared  to  build  smaller  sizes  of  this  style,  and  also  to  add  a 
two- wheel  pony  truck  (like  page  16) ;  but  in  most  cases  some  other  style 
would  be  preferable. 

NOTE.— Refer  to  page  4-6  for  explanation  of  hauling  capac- 
ity;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  96,  97, 
142  and  143. 


16 


H.  K.  PORTER  &  GO. 


MOGUL   LOCOMOTIVE. 


{diameter.  

11  inches. 

12  inches. 

12  inches. 

13  inches.  14  inches. 

stroke       

16  inches. 

16  inches. 

18  inches. 

18  inches. 

20  inches. 

Diameter  of  driving  wheels  

36  inches. 

36  inches. 

40  inches. 

40  inches. 

44  inches. 

Diameter  of  truck  wheels  

24  inches. 

24  inches. 

26  inches. 

26  inches. 

28  inches. 

Rigid  wheel-base  of  engine  

9  ft.  0  in. 

9  ft.  0  in. 

9  ft.  3  in. 

11  ft.  5  in. 

12  ft.  2  in. 

Total  wheel-base  of  engine  

14  ft.  6  in. 

14  ft.  6  in. 

15  ft.  0  in. 

17  ft.  6  in. 

18  ft.  2  in. 

Wheel-base  of  engine  and  tender 

33  ft.  0  in. 

33  ft.  6  in. 

35  ft.  2  in. 

37  ft.  2  in. 

38  ft.  0  in. 

Length  over  all  of  engine  and 

tender 

40  ft.  6  in. 

41  ft.  2  in. 

42  ft.  8  in. 

45  ft.  0  in. 

45  ft.  8  in. 

Weight  of   engine   in   working 

order  

32,000  Ib. 

35,000  Ib. 

38,000  Ib. 

44,000  Ib. 

51,000  Ib. 

Weight  on  driving  wheels  

27,500  Ib. 

30,500  Ib. 

33,000  Ib. 

38,000  Ib. 

43,000  Ib. 

Weight  on  two-  wheel  radial-bar 

truck 

4,500  Ib. 

4,500  Ib. 

5,000  Ib. 

6,000  Ib. 

8,000  Ib. 

Water  capacity  of  tender  tank.  . 

1,050  gals. 

1,050  gals. 

1,200  gals. 

1,400  gals. 

1,600  gals. 

Weight  per  yard  of  lightest  steel 

rail  advised  

30  Ib. 

30  Ib. 

30  Ib. 

35  Ib. 

40  Ib. 

Hauling  capacity  on   a 

level,  in  tons  of  2,OOO 

Ib.  . 

700  tons. 

800  tons. 

900  tons. 

1.000  tons. 

1,150  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II.,  page  47. 


PITTSBURGH,  PENNA.  17 


These  engines  are  specially  adapted  for  hauling  freight  on  long  roads 
where  considerable  speed  is  desired.  They  are  also  useful  in  hauling 
mixed  trains  or  passenger  trains  on  heavy  grades. 

Curves  of  150  feet  radius,  a  speed  of  25  miles  per  hour,  and  daily 
mileage  of  150  or  more  miles  are  practicable. 

The  rear  and  centre  pairs  of  drivers,  also  the  front  drivers  and  the 
truck,  are  equalized  together.  The  centre  drivers  are  without  flanges. 

Our  ' '  Mogul "  locomotives,  by  reason  of  their  short  rigid  wheel-base 
and  superior  design  of  truck,  are  able  to  pass  very  sharp  curves  with 
ease.  Their  centre  of  weight  is  very  low,  which  gives  unusual  stability 
and  safety  at  high  speed. 

We  are  prepared  to  build  smaller  sizes  of  "Mogul"  locomotives  than 
are  described  on  the  opposite  page. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity ;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity,  or  at  a  less  proportion  for 
fast  speeds. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  97  to  101, 
and  141  to  147. 


18 


H.  K.  PORTER  &  CO., 


"DOUBLE-ENDER"  LOCOMOTIVE. 

This  style  is  especially  adapted  for  suburban  passenger  roads  of  wide  or 
narrow  gauge,  where  a  compact,  fast  engine  is  desired,  which,  by  running 
equally  well  forward  or  back,  requires  no  turn-table  or  Y.  Sharp  curves  are 
admissible.  On  easy  grades  and  straight  track  these  engines  are  capable  of 
a  speed  of  30  to  40  miles  per  hour.  These  engines  are  not  intended  for 
very  heavy  loads  or  excessive  grades.  Their  motion  is  very  easy,  as  both 
pairs  of  driving  wheels  are  equalized  and  the  weight  is  well  distributed. 

This  style  is  adaped  to  narrow  or  wide  gauges,  and  we  are  prepared 
to  build  several  other  sizes  in  addition  to  those  given  below. 

The  styles  illustrated  on  pages  19,  20,  21,  86,  and  37  maybe  preferable 
where  heavy  grades  are  to  be  overcome,  or  heavy  trains  are  to  be  hauled. 


w'-HSSE??::" 

Diameter  of  driving  wheels  
Diameter  of  truck  wheels  
Rigid  wheel-base  
Total  wheel-base 

8  inches 
14  inches. 
30  to  33  in. 
16tol8in. 
5  ft.  0  in. 
15  ft.  0  in. 
22  ft.  0  in. 
23,000  Ib. 
15,000  Ib. 
8.000  Ib. 
250  gals. 

20  Ib. 

9  inches. 
14  inches. 
33  to  36  in. 
18  to  20  in. 
5  ft.  9  in. 
15  ft.  9  in. 
24  ft.  0  in. 
29,000  Ib. 
19,000  Ib. 
10,000  Ib. 
325  gals. 

25  Ib. 

10  inches 
16  inches. 
40  to  44  in. 
22  to  24  in. 
6  ft.  6  in. 
18  ft.  6  in. 
30  ft.  0  in. 
39,000  Ib. 
27,000  Ib. 
12,000  Ib. 
500  gals. 

30  Ib. 

12  inches. 
18  inches. 
44  to  48  in. 
21  to  26  in. 
6  ft.  9  in. 
20  ft.  0  in. 
32  ft.  6  in. 
49,000  Ib. 
33,000  Ib. 
J  6,000  Ib. 
750  gals. 

35  Ib. 

14  inches. 
20  inches. 
48  inches. 
26  inches. 
7  ft.  0  in. 
21  ft.  0  in. 
35  ft.  0  in. 
58,000  Ib. 
40,000  Ib. 
18,000  Ib. 
900  gals. 

40  Ib. 

Length  over  all  
Weight  in  working  order  
Weight  on  driving  wheels  
Weight  on  two  trucks  
Capacity  of  saddle  tank  
Weight  per  yard  of  lightest  steel 
rail  advised 

Hauling    capacity  on   a 
level,  In  tons  of  2.OOO 
Ib 

350  tons. 

475  tons. 

650  tons. 

850  tons. 

1,000  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— The  8x  14  and  9  x  14  cylinders  are  placed  slightly  inclined. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  locomotives  should  be  used  at  one-half 
ortwo-thirds  of  their  full  capacity,  or  at  a  less  proportion  for 
fast  speeds. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  86,  87 
and  91. 


PITTSBURGH,  PENNA. 


19 


"BACK  TRUCK"  LOCOMOTIVE. 

(AS  ADAPTED   TO   LOCAL   PASSENGER   SERVICE.) 

This  style  is  advisable  for  suburban  roads,  for  passenger  or  mixed 
service,  for  either  narrow  or  wide  gauge,  where  considerable  power  com- 
bined with  fast  speed  is  required.  No  turn-table  is  needed,  and  the 
motion  is  easy  both  when  running  with  the  truck  ahead  or  following. 
Very  sharp  curves  are  practicable.  Speeds  of  15  to  25  miles  per  hour  on 
curves  and  grades,  and  30  to  40  miles  per  hour  under  favorable  circum- 
stances may  be  attained.  The  driving  wheels  are  equalized,  the  weight 
is  well  distributed  ;  and  as  a  much  larger  proportion  of  the  weight  is  used 
for  traction,  this  style  is  usually  preferable  to  the  "double  ender"  style 
described  on  the  opposite  page. 

We  are  prepared  to  build  this  general  style  of  the  smaller  sizes 
described  on  page  20,  but  these  are  only  suitable  for  very  light  work. 


»  diameter  . . ;  9  inches. 
'(  stroke i  14  inches. 

Diameter  of  driving 
wheels 33  to  36  in. 

Diam.  of  truck  wheels.  20 to 22  in. 

Rigid  wheel-base 4  ft.  6  in. 

Total  wheel-base 12  ft.  4  in. 

Length  over  all,  includ- 
ing pilots 28  ft.  0  in. 

Weight  in  working  or- 
der   28,000  Ib. 

Weight  on  driving 
wheels 21,000  Ib. 

Weight  on  two-wheel 
radial-bar  truck 7,000  Ib. 

Water  capacity  of  sad- 
dle-tank    375  gals. 

Weight  per  yard  of 
lightest  steel  rail  ad- 
vised. . .  25  Ib. 


9^  inches  10  inchps.  13  inches.  14  inches.  14  inches. 
14  inches.  16  inches.  -18  inches.  !20  inches  24  inches. 

33  to 36  in.  36  inches.  J40  inches.  |44  inches.  >44  inches. 

20  to  22  in.  22  inches.  21  inches.  26  inches.  26  inches. 

4  ft.  6  in  5  ft.  3  in.)  5  ft.  9  in.1  6  ft.  3  in.1  7  ft.  0  in. 


12  ft.  6  in  13  ft.  4  in. 
29  ft.  0  in.  30  ft.  0  in. 


31,000  Ib.  35,000  Ib.  44,000  Ib. 


14  ft.  0  in.  15  ft.  0  in.  15  ft.  9  in. 


31  ft.  0  in. 


32  ft.  0  in.  34  ft.  0  in. 
54,000  Ib.    59,000  Ib. 


1 34,000  Ib.  27,500  Ib.  35,500  Ib.  145,000  Ib. 
|  7,000  Ib.  7,500  Ib.  8,500  Ib.  '  9,000  Ib. 
|  400  gals.  500  gals.  750  gals.  900  gals. 


25  Ib 


30  Ib. 


35  Ib. 


45  Ib. 


50,000  Ib. 
9,000  Ib. 
1,000  gals. 


50  Ib. 


Hauling  capac- 
ity on  a  level,  in 
tons  of  2.OOO 

Ib 525tous. 


623  tons.    725  tons.    925  tons.   1150  tons. 


1300  tons. 


To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— The  9x14  and  9^x14  cylinders  are  placed  slightly  inclined. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity ;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity,  or  at  a  less  proportion  for 
fast  speeds. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  88,  90,  91, 
96  and  99. 


H.  K,  PORTER  &  CO., 


LIGHT   "BACK-TRUCK"  LOCOMOTIVE. 

(FOR   LOGGING   RAILROADS   AND    SIMILAR   SERVICE.) 

The  style  of  locomotives  illustrated  and  described  below  and  on  the  opposite  page 
is  adapted  to  a  great  variety  of  service,  including  logging  roads  and  plantation 
roads,  where  the  track  is  uneven  and  the  speed  slow  ;  for  switching  and  shifting 
where  heavy  loads  are  to  be  stopped  and  started  promptly;  and  for  local  passenger 
traffic  where  the  speed  is  fast  and  frequent  stops  are  made. 

For  logging  railroads  and  for  plantations  an  open  sheet-iron  canopy  is  often  used 
instead  of  a  wooden  cab,  as  shown  on  page  39. 

These  locomotives  to  a  great  extent  combine  the  advantages  and  avoid  the  dis- 
advantages of  the  "Double  Ender"  style  on  page  18,  and  of  the  " Four- Wheel- 
Connected  "  style  on  pages  24  and  26. 

The  driving  wheels  are  equalized,  and  a  very  large  (Continued  on  opposite  page) 


This  cat  shows  cab  with  side  sliding  doors  and  banker  in 

rear  part  of  cab  (filled  from  outside  if  for  coal) 

for  cold  climate. 


This  cat  shows  cab  with  open  entrances  at  sides  and  separal 

rear  fuel  bunker  for  coal  or  wood,  for  warm 

climate. 


<*ifc<H3!S£ter::: 

6  inches 
10  inches. 
24  inches. 
16  inches. 
4  ft.  0  in. 
8  ft.  6  in. 
14ft.  0  in. 
15,000  Ib. 

7  inches. 
12  inches. 
28  inches. 
16  inches. 
4  ft.  8  in. 
9  ft.  1  in. 
16  ft.  4  in. 
18,500  Ib. 
14,000  Ib. 
4,500  Ib. 
200  gals. 
16  Ib. 

8  inches. 
14  inches. 
30  inches. 
18  inches. 
5  ft.  0  in. 
9  ft.  10  in. 
17  ft.  4  in. 
22,500  Ib. 
16,500  Ib. 
5,000  Ib. 
250  gals. 
20  Ib. 

Diameter  of  driving  wheels  
Diameter  of  truck  wheels  

Rigid  wheel-base  .  .  . 

Total  wheel-base  

Length  over  all.             .   .  . 

Weight  in  working  order  

Weight  on  driving  wheels  

11,000  Ib. 
4,000  Ib. 
150  gals. 
16  Ib. 

Weight  on  two-wheel  radial-bar  truck  
Capacity  of  saddle  tank  

Weight  per  yard  of  lightest  steel  rail  advised  

Hauling:  capacity  on  a  level,  in  tons  of 
2,OOO  Ib  

250  tons. 

350  tons. 

425  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.-Refer  to  page  4-6  for  explanation  of  hauling  capac- 
ity; for  regular  work  locomotives  should  be  used  atone-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  page  86  and 
pages  133  to  139. 


PITTSBURGH,  PENNA. 


21 


"BACK  TRUCK"  LOCOMOTIVE. 

(FOR  LOGGING   RAILROADS  AND   SIMILAR   SERVICE.) 

(Continued  from  opposite  page)  proportion  of  the  weight  is  useful  for  traction.  No 
turn-tables  or  Y's  are  required  for  these  locomotives,  since  they  run  forward  or 
backward  with  equal  ease.  They  are  adapted  for  sharp  curves,  and  have  an  easy 
motion  on  rough  track.  They  are  capable  of  hauling  large  loads  and  attaining 
high  rates  of  speed.  They  are  very  compact,  and  do  not  require  heavy  rails. 

Other  styles  of  four-driver  tank  engines  with  trucks  are  described  on  pages  9  and 
11,  and  on  pages  39,  35,  36  and  37. 


This  cut  shows  a  cab  with  fuel  bunker  in  back  part  of  cab  (filled  from  outside  if  for 
coal  fuel),  with  side  sliding  doors  adapted  to  Northern  climate.  We  are  prepared  to 
build  with  a  short  cab  and  rear  bunker  for  Southern  climate,  like  the  cut  on  page  19. 
Coal  bunkers  may  also  be  arranged  like  page  24. 


Diameter  of  driving 
wheels 

Diam.  of  truck  wheels. 

Rigid  wheel-base 

Total  wheel-base 

Length  over  all,  not  in- 
cluding pilot 

Weight  in  working  or- 
der  

Weight  on  driving 
wheels 

Weight  on  two-wheel 
rjidial-bar  truck 

Water  capacity  of  sad- 
dle tank 

Weight  per  yard  of 
lightest  steel  rail  ad- 


9  inches. 
14  inches. 

33  to  36  in. 
20  to  22  in. 
4  ft.  6  in. 
12  ft.  4  in. 

20  ft.  0  in. 
28,000  Ib. 
21,000  Ib. 

7,000  Ib. 

375  gals. 

25  Ib. 


9^  inches  10  inches.  12  inches. 
14  inches.  16  inches.  18  inches. 


33  to  36  in. 
20  to  22  in. 
4  ft.  6  in. 
12  ft.  10  in. 


36  inches.  40  inches 

22  inches.  24  inches. 

5ft.  Sin.    5  ft.  9  in. 

13  ft.  4  in.  14ft.lOin. 


21  ft.  0  in. 
31,000  Ib. 
24,000  Ib.  -27,500  Ib. 

7,000  Ib. 

400  gals: 


22  ft.  0  in.  23  ft.  0  in. 
35,000  Ib.    44,000  Ib. 


14  inches.  14  inches. 
20  inches.  24  inches. 

44  inches.  44  inches. 
26  inches.  26  inches. 
6ft.  3  in.  7ft.  0  in. 

15  ft.  6  in.  15  ft.  9  in. 


24  ft.  0  in.  26  ft.  0  in. 
54,000  Ib.    59,000  Ib. 


35,500  Ib.    45,000  Ib. 


50,000  Ib. 


7,500  Ib.     8,500  Ib. 
500  gals.    700  gals. 


9,000  Ib.     9,000  Ib. 
900  gals.  1,000  gals. 


25  Ib. 


30  Ib. 


35  Ib. 


45  Ib. 


45  Ib. 


Hauling  capac- 
ity on  a  level,  in 
tons  of  2,OOO 
Ib 


625  tons.     725  tons. 


l,150tons.  l,300tons. 


To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling-  capac- 
ity; for  regular  work  locomotives  should  be  used  atone-half 
or  two-thirds  of  their  full  capacity. 

NOTE.— The  9  x  14  and  9J^ x  14  cylinders  are  placed  slightly  inclined. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  97,  100, 
101,  108,  125  and  pages  140  to  147. 


22 


H.  K.  PORTER  &  GO., 


LIGHT  SIX-WHEEL-CONNECTED  TANK  LOCOMOTIVE, 

These  locomotives  are  specially  useful  on  short  runs  where  consider- 
able loads  are  to  be  taken  up  steep  grades.  They  are  well  adapted  for 
switching  and  other  special  service. 

The  9  x  14  and  the  9^  x  14  sizes  are  good  engines  for  suburban  roads 
with  steep  grades,  where  engines  with  separate  tenders  are  not  desired  ;  for 
such  service  we  often  build  with  rear  fuel  bunker,  two  pilots,  and  two 
headlight  brackets.  For  switching  and  other  similar  service,  the  fuel 
bunker  of  our  six- wheel-connected  tank  engines  may  be  at  the  rear,  or 
inside  the  cab,  as  in  our  four- wheel-connected  tank  engines  on  page  26, 
or  at  the  sides,  as  shown  on  page  24.  For  (Continued  on  opposite  page) 


(  diameter 

8  inches 

9  inches 

91^  inches 

Cylinders^ 
(  stroke  

14  inches. 

14  inches 

14  inches. 

Diameter  of  driving  wheels 

26  inches 

30  inches 

Wheel-base                              

5  ft  5  in 

5  ft  10  in 

7  ft  3  in 

Length  over  all  
Weight  in  working  order  (all  on  drivers)  
Capacity  of  saddle  tank' 

16  ft.  0  in. 
20,000  Ib. 
250  gals 

17  ft.  0  in. 
25,000  Ib. 
325  gals 

18  ft.  0  in. 
28,000  Ib. 
400  p-als 

Weight  per  yard  of  lightest  steel  rail  advised  

20  Ib. 

25  Ib. 

25  Ib. 

Hauling   capacity   on   a   level,  in   tons 
of  2,OOO  Ib  

500  tons 

700  tons 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

Six-wheel-connected  locomotives,  wiih  tender  instead  of  saddle  tank, 
are  shown  on  page  14. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  f  ull  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  102,  103, 
104,  140,  141  and  142. 


PITTSBURGH,  PENNA. 


23 


SIX-WHEEL-CONNECTED  TANK  LOCOMOTIVE. 

(Continued  from  opposite  page)  logging  railroads  and  freight  work  the 
cabs  may  be  built  with  side  sliding  doors. 

The  14x20  locomotive  is  specially  adapted  to  wide  gauge  ;  the  other 
sizes  may  be  built  to  wide  or  narrow  gauge. 

The  short  wheel  bases  of  these  engines  allow  them  to  pass  sharp 
curves,  and  our  method  of  equalizing  weight  on  drivers  makes  them 
easy  in  their  motion.  They  may  also  be  built  with  pony  truck  at  the 
rear  end,  but  there  is  seldom  any  advantage  in  this  construction. 


l  diameter  

10  inches. 
16  inches. 
30  inches. 
7  ft.  8  in. 
19  ft.  0  in. 

12  inches. 
16  inches. 
33  inches. 
8  ft.  1  in. 
20  ft.  0  in. 

12  inches. 
18  inches. 
36  inches. 
9  ft.  0  in. 
20  ft.  6  in. 

14  inches. 
20  inches. 
40  inches. 
10  ft.  0  in. 
21  ft.  6  in. 

Cylinders  \ 
(  stroke  

Diameter  of  driving  wheels  

Wheel-base 

Length  over  all  ... 

Weight  in  working  order  (all  on  drivers)...  33,000  Ib.    38,000  Ib.    43,000  Ib     51,000  Ib. 


Capacity  of  saddle  tank 600  gals.  !  750  gals     750  gals. 

Weight  per  yard  of  lightest  steel  rail  ad- 
vised... 30  Ib.      I    35  Ib.          35  Ib. 


900  gals. 


45  Ib. 


Hauling-  capacity  on  a  level,  in 
tons  of  2,OOO  Ib |850tons. 


950  tons. 


1150  tons, 


1350  tons. 


To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

Six-wbeel-connected  locomotives,  with  tender  instead  of  saddle  tank, 
are  shown  on  page  12. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  104,  105, 
145  and  147. 


24 


H.  K.  PORTER  &  GO., 


FOUR-WHEEL-CONNECTED  TANK  LOCOMOTIVE. 

These  engines  are  designed  for  shifting  and  special  service. 

The  9|  x!4  and  10  x  16  are  adapted  to  either  wide  or  narrow  gauge,  but 
the  larger  sizes  are  not  advisable  for  much  narrower  than  56^  inches 
gauge. 

These  engines  have  a  cross  equalizer  at  front  drivers,  by  which  to  a 
considerable  extent  the  uneven  motion  of  an  ordinary  four-wheel  engine 
is  avoided.  They  are  adapted  to  sharp  curves,  steep  grades,  slow  speed, 
and  heavy  loads. 


{diameter  

9^j  inches 

10  inches. 

12  inches. 

14  inches. 

14  inches. 

stroke  

14  inches. 

16  inches. 

18  inches. 

•20  inches. 

24  inches. 

Diameter  of  driving  wheels  

30  inches. 

33  inches. 

36  inches.  40  inches. 

44  inches. 

Wheel-base  

4  ft.  6  in. 

5  ft  3  in 

5  ft  9  in 

6  ft  3  in 

7  ft  0  in 

Length  over  all  

16  ft.  9  in. 

17  ft.  2  in. 

19  ft.  9  in. 

20  ft.  0  in. 

22  ft.  0  in. 

Weight  in  working  order  (all  on 

drivers  ) 

25  000  lb 

29  000  lb 

39  000  lb 

48  000  lb 

53  000  lb 

Capacity  of  saddle  tank  

400  gals 

500  gals 

750  ffals 

900  gals 

900  gals 

Weight  per  yard  of  lightest  steel 

rail  advised 

30  lb 

35  lb 

40  lb 

50  lb 

50  ib 

Hauling    capacity   on   a 

level,  in  tons  of  2,OOO 

lb  

650  tons. 

750  tons. 

1,000  tons. 

1,250  tons. 

1,400  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity 

For  actual  performances,  see  WORKING  REPORTS  on  pages  106,  107, 
108,  109  and  145. 

NOTE.— The  9^  x  14  cylinders  are  placed  slightly  inclined. 


PITTSBURGH,  PENNA. 


25 


FOUR-WHEEL-CONNECTED  LOCOMOTIVE,  WITH  TENDER. 

These  locomotives  are  designed  for  the  same  general  service  as  those 
on  the  opposite  page,  but  where  the  rail  requires  a  lighter  engine,  or 
the  length  of  the  run  makes  a  separate  tender  desirable.  A  four-wheel 
tender  is  usually  sufficient,  but  we  are  prepared  to  build  with  eight- 
wheel  tender  if  desired. 

A  four-wheel  locomotive  must  necessarily  have  an  uneven  motion,  for 
a  perfect  equalization  of  the  weight  is  impossible.  Except  for  slow  speed 
and  short  runs,  the  locomotives  shown  on  pages  19,  21,  37,  and  36  are 
preferable  to  the  four-wheel  connected  style. 


{diameter  
stroke  

9^  inches 
14  inches. 
33  inches. 
4  ft.  6  in. 
20  ft.  0  in. 

28  ft.  0  in. 

22,000  Ib. 
500  gals. 

25  Ib. 

10  inches. 
16  inches. 
36  inches. 
5  ft.  3  in. 
21  ft.  0  in. 

29  ft.  6  in. 

25,000  Ib. 
600  gals. 

30  Ib. 

12  inches. 
18  inches. 
40  inches. 
5  ft.  9  in. 
22  ft.  6  in. 

31  ft.  6  in. 

30,000  Ib. 
800  gals. 

35  Ib. 

14  inches. 
20  inches. 
44  inches. 
6  ft.  3  in. 
24  ft.  6  in. 

33  ft.  0  in. 

40,000  Ib. 
900  gals. 

40  Ib. 

14  inches. 
24  inches. 
48  inches. 
7  ft.  0  in. 
26  ft.  0  in. 

36  ft.  0  in. 

45,000  Ib. 
1,050  gals. 

40  Ib. 

Diameter  of  driving  wheels  
Wheel-base  of  engine  

Wheel-base  of  engine  and  tender 
Length  over  all  of  engine  and 
t-ender 

Weight   of    engine   in   working 
order 

Capacity  of  tender  tank  

Weight  per  yard  of  lightest  steel 
rail  advised 

Hauling    capacity  on   a 
level,  in  tons  of  2,OOO 
Ib.  .. 

550  tons. 

650  tons. 

800  tons. 

1.000  tons. 

1.200  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II. ,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

NOTE.— The  9}^  x  14  cylinders  are  placed  slightly  inclined. 


H.  K.  PORTER  &  CO., 


LIGHT  FOUR-WHEEL-CONNECTED  TANK  LOCOMOTIVE. 

These  engines  are  designed  for  special  service,  contractor's  work,  and 
other  work  where  the  run  is  not  long,  on  wide  or  narrow  gauge,  where 
a  simple  design  with  power  is  needed  without  special  capacity  for  speed. 
The  8  x  14  and  9x14  are  useful  for  light  work  on  wide  gauge  ;  smaller 
than  7  x  12  is  rarely  advisable  on  wide  gauge.  The  5x10  is  adapted  for 
very  narrow  gauges,  and  is  only  advisable  for  easy  work.  These  engines 
are  well  balanced  and  easy  in  their  motion,  being  equalized  across  at  front 
drivers.  They  are  adapted  to  sharp  curves  and  heavy  grades.  The 
proper  speed  with  load  is  6  to  10  miles  per  hour 


(  diameter  

5  inches. 

6  inches. 

7.  inches. 

8  inches. 

9  inches. 

Cylinders  •< 

(  stroke  

10  inches. 

10  inches. 

12  inches. 

14  inches. 

14  inches. 

Diameter  of  driving  wheels  

22  inches. 

23  inches. 

24  inches. 

28  inches. 

30  inches. 

Wheel-base  

4  ft.  0  in. 

4  ft  0  in 

4  ft.  8  in. 

5  ft.  0  in. 

5  ft.  3  in. 

Length  over  all  

10  ft.  0  in. 

11  ft.  0  in. 

12  ft.  7  in. 

14  ft.  0  in. 

15  ft.  1  in. 

Weight  in  working  order  (all  on 

drivers  ) 

8,500  Ib. 

12,000  Ib. 

15,000  Ib. 

18,000  Ib. 

22,000  Ib. 

Capacity  of  saddle  tank 

125  gals. 

150  gals. 

200  gals. 

250  gals. 

325  gals. 

Weight  per  yard  of  lightest  steel 

rail  advised  

14  Ib. 

16  Ib. 

20  Ib. 

25  Ib. 

30  Ib. 

Hauling    capacity   on   a 

level,  in  tons  of  2,OOO 

Ib 

175  tons. 

275  tons. 

375  tons. 

450  tons. 

550  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.  — Refer  to  page  46  for  explanation  of  hauling  capac- 
ity;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  93,  110, 
to  125,  and  132  to  139. 


PITTSBURGH,  PENNA. 


27 


LIGHT  FOUR-WHEEL-CONNECTED  LOCOMOTIVE,  WITH  TENDER. 

These  engines  are  designed  for  the  same  general  service  as  the  engines 
shown  on  the  opposite  page,  but  where  the  rail  requires  a  lighter  engine, 
or  the  length  of  the  run  renders  a  tender  desirable.  A  four-wheel 
tender  is  sufficient. 

A  four-wheel  locomotive  must  necessarily  have  an  uneven  motion,  for  a 
perfect  equalizing  of  the  weight  is  impossible.  Except  for  slow  speed  and 
short  runs,  the  locomotives  shown  on  pages  20,  37  and  36  are  preferable 
to  the  four-wheel  connected  style. 


(  diameter.  .  .  . 

6  inches. 
10  inches. 
26  inches. 
4  ft.  0  in. 
13  ft.  9  in. 
20  ft.  0  in. 
10,000  Ib. 
250  gals. 

12  Ib. 

7  inches. 
12  inches. 
28  inches. 
4  ft.  8  in. 
14  ft.  6  in. 
21  ft.  6  in. 
13,OCO  Ib. 
300  gals. 

16  Ib. 

8  inches. 
14  inches. 
30  inches. 
5  ft.  0  in. 
17  ft.  3  in. 
24  ft.  6  in. 
16,000  Ib. 
300  gals. 

20  Ib. 

9  inches. 
14  inches. 
33  inches. 
5  ft.  3  in. 
17  ft.  6  in. 
25  ft.  6  in. 
19,000  Ib. 
500  gals. 

25  Ib. 

Cylinders- 
(stroke   ... 

Diameter  of  driving  wheels 

Wheel-base  of  engine 

Wheel-base  of  engine  and  tender  .  . 

Length  over  all  of  engine  and  tender  
Weight  of  engine  in  working  order  
Capacity  of  tender  tank 

Weight    per  yard  of    lightest   steel   rail 
advised  

Hauling  capacity  on  a  level,  in 
tons  of  2.OOO  Ib.  .. 

225  tons. 

325  tons. 

400  tons. 

500  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  117,  118, 
137  and  139. 


28 


H.  K.  PORTER  &  CO., 


SIX-WHEEL-CONNECTED  MINE  LOCOMOTIVE. 


{diameter 

R  infhes. 

9  inches.  9t^  inphps 

stroke            .   .                      .   .                  ...  14  inches. 

14  inches 

14  inches 

Diameter  of  driving  wheels.        .                           24.  innhAs. 

26  inches. 

26  inches 

Wheel-base       

5  ft.  5  in. 

5  ft.  10  in. 

7  ft.  3  in. 

Length  over  all  

15  ft.  0  in. 

16  ft.  0  in. 

17  ft.  0  in. 

Extreme  M  idth  on  36  inches  gauge  

65  inches. 

67  inches. 

67  inches. 

Extreme  height  from  rail,  least  advised  

6  ft.  6  in. 

6  ft.  6  in. 

6  ft.  6  in. 

Extreme  height  from  rail,  least  possible  

5  ft.  6  in. 

5  ft.  8  in. 

5  ft.  10  in. 

Weight  in  working  order  

19,000  Ib. 

23,000  Ib. 

26,000  Ib. 

Capacity  of  saddle  tank 

250  gals 

300  gals 

350  gals 

Weight  per  yard  of  lightest  steel  rail  advised  

16  Jb. 

20  Ib. 

25  Ib. 

Hauling  capacity  on  a  level,  in  tons  of 

2,OOO  Ib  

475  tons. 

600  tons. 

675  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I. ,  page  47. 

For  practicable  hints  as  to  operating  mine  locomotives,  see  page  71. 


PITTSBURGH,  PENNA.  29 


These  engines  are  equalized  between  the  rear  and  centre  drivers  and 
across  at  the  front  drivers.  The  centre  drivers  are  without  flanges.  It  is 
possible  for  these  engines  to  pass  around  curves  of  30  to  50  feet  radius ; 
but  we  advise  75  feet  as  the  shortest  radius  desirable.  For  the  best  draft 
of  stack  and  convenience  of  engineer,  all  the  height  possible  should  be 
given.  By  altering  patterns,  we  can  build  lower  than  the  lesser  height 
given  on  opposite  page.  The  widest  point  is  at  the  cylinders,  about  two 
feet  above  the  track.  The  cab  and  tank  are  generally  rounded  at  the  top, 
but  may  be  made  to  suit  the  shape  of  the  mine  opening. 

The  weights  of  these  locomotives  may  be  modified,  and  different  sizes 
of  driving  wheels  used  to  suit  special  requirements. 

We  are  prepared  to  build  larger  or  smaller  locomotives  of  this  style, 
and  also  for  any  practicable  gauge  of  track. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity,  and  the  lesser  proportion 
is  advised  when  the  cars  have  loose  wheels. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  129  and 
130. 


H.  K.  PORTER  &  CO., 


FOUR-WHEEL-CONNECTED   MINE  LOCOMOTIVE. 


piriinHarc  (  diameter  .  . 
Cylinders  ^  gtroke  

Diameter    of     driving 
wheels    

5  inches. 
10  inches. 

22  inches 
4  ft.  0  in. 
10  ft.  0  in. 

60  inches. 
5  ft.  0  in. 
4  ft.  6  in. 

8,000  Ib. 
125  gals. 

16  Ib. 

6  inches. 
10  inches. 

23  inches. 
4  ft.  0  in. 
11  ft.  6  in. 

62)4  in. 
5  ft.  3  in. 
4  ft.  9  in. 

ll,5001b. 
150  gals. 

16  Ib. 

7  inches 
12  inches. 

24  inches. 
4  ft.  8  in. 
12  ft.  7  in. 

64  inches. 
5  ft.  6  in. 
5  ft,  0  in. 

15,000  Ib. 
200  gals. 

20  Ib. 

8  inches. 
14  inches. 

26  inches. 
5  ft.  0  in. 
13  ft.  0  in. 

65^  in. 
6  ft.  4  in. 
5  ft.  8  in. 

18,000  Ib. 
250  gals. 

25  Ib. 

9  inches. 
14  inches. 

28  inches. 
5  ft.  3  in. 
15  ft.  1  in. 

67  inches. 
6  ft.  6  in. 
5  ft.  10  in. 

21,500  Ib. 
325  gals. 

30  Ib. 

10  inches. 
14  inches. 

28  inches. 
4  ft.  6  in. 
16  ft.  9  in. 

68  inches. 
6  ft.  9  in. 
5  ft.  10  in. 

24,500  Ib. 
400  gals. 

30  Ib. 

Wheel-base 

Length  over  all  
Extreme  width  on   36 
inches  gauge  

Extreme  height  from 
rail,  least  advised  .  .  . 
Extreme  height  from 
rail,  least  possible.  .  . 
Weight  in  working  or- 
der 

Capacity  of  saddle  tank 
Weight    per   yard   of 
lightest  steel  rail  ad- 
vised              .... 

Hauling    capac- 
ity on  a  level,  in 
tons   of    2,OOO 
Ib.  .                    .  . 

150  tons. 

250  tons. 

350  tons. 

425  tons. 

525  tons. 

600  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I. ,  page  47. 

NOTE.— Refer  to  page  46 for  explanation  of  hauling  capac- 
ity; for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity,  and  the  lesser  proportion 
is  advised  when  the  cars  have  loose  wheels. 

For  actual  performances,  see  WORKING  REPORTS,  on  pages  126  to 
131. 

For  practical  hints  as  to  operating  mine  locomotives,  see  page  71. 


PITTSBURGH,  PENNA. 


31 


The  locomotives  illustrated  on  the  opposite  page  have  a  cross  equalizer 
at  the  front  drivers.  They  can  pass  around  curves  of  30  feet,  or  even  less 
radius  ;  but  we  advise  50  feet  as  the  very  shortest  radius  desirable.  By 
altering  patterns  we  can  build  lower  than  the  lesser  height  given  on  oppo- 
site page.  For  the  best  draft  of  stack  and  convenience  of  engineer,  all  the 
height  possible  should  be  given.  The  widest  point  is  at  the  cylinders, 
about  two  feet  above  the  track.  The  tank  and  cab  may  be  of  shape 
required  by  mine  opening. 

The  weights  of  these  locomotives  may  be  modified,  and  different  sizes 
of  driving  wheels  used  to  suit  special  requirements. 

We  are  prepared  to  build  four-wheel-connected  mine  locomotives  with 
the  same  size  of  cylinders  and  weights  as  the  locomotives  on  page  24. 
We  are  also  prepared  to  build  for  any  practicable  gauge  of  track. 


INSIDE  CONNECTED  MINE  LOCOMOTIVE, 

The  illustration  given  below  shows  our  mine  locomotive  with  crank 
axle  and  inside  cylinders.  This  construction  is  expensive  and  objection- 
able, a'nd  only  recommended  for  very  narrow  tunnels  which  cannot  be 
widened  at  reasonable  expense. 

We  build  but  one  size  of  this  design,  with  dimensions  as  follows  : 

Cylinders  9  inches  diameter  by  12  inches  stroke. 

Wheel-base  4  feet. 

Length  over  all  15  feet  6  inches. 

Extreme  width  on  36  inches  gauge  50  inches. 

Least  height  5  feet. 

Saddle  tank  250  gals. 

Weight  in  running  order  16,000  Ibs. 

Lightest  rail  25  Ibs. 

Hauling  capacity  on  a  level  375  tons. 

A  narrower  gauge  than  36  inches  requires  change  in  patterns  for  this 
design. 


H.  K.  PORTER  &  CO., 


FOUR-WHEEL-CONNECTED  REAR  TANK  MOTOR. 

This  design  may  be  built  with  pilots  or  with  dash-boards,  or  without 
either  ;  and  with  or  without  side-flaps,  as  preferred. 

For  a  more  complete  description  of  construction  and  details,  and  for 
practical  hints  for  operating  our  motors,  see  pages  61  to  66. 

For  additional  designs  of  enclosed  motors  see  pages  42,  43,  44  and  45. 

MEMORANDUM.— The  mine  engine  32  of  previous  editions  is  now  found  on  page  31. 


(.WITH  PILOTS  AND  SIDE-FLAPS.) 


{diameter 
stroke 

Diameter  of  driving  wheels 

Wheel-base 

Length  over  all 

Height  over  all 

Weight  in  working  order,  all  on 

drivers 

Capacity  of  rear  tank 

Weight  per  yard  of  lightest  steel 
T  rail  ad  vised... 


inches.  7  inches.  I  8  inches. 
10  inches.  12  inches.  14  inches. 
23  inches.  24  inches.  28  inches. 
4ft.  0  in.  |  4ft.  Sin.  5  ft.  0  in. 
16  ft.  6  in. 


15ft.  0  in.  i  15  ft.  6  in. 
9  ft.  5  in.    9ft.  Sin. 


9  inches.;  10  inches. 

I 
14  inches.:  14  inches. 

30  inches,  j 33  inches. 
5ft.  3  in.    4ft.  Gin. 


17  ft.  6  in. 


18  ft.  6  in. 


9  ft.  9  in.  10  ft.  0  in.  10  ft.  2  in. 


Hauling   capacity   on   a 
level,  in  tons  of  2,OOO 


14,000  Ib.    17,000  lb.    20,000  lb. 

\ 
125  gals,  i  150  gals. 


16  lb.          20  lb. 


;25,0001b.    28,000  lb. 
300  gals.  ,  350  gals. 


25  lb. 


30  lb. 


35  lb. 


250  tons.  ,  350  tons.  ;  450  tons.    550  tons. 


675  tons. 


To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity;  for  regular  work  motors  should  be  used  at  one-half  or 
two-thirds  of  their  full  capacity,  and  the  lesser  proportion  is 
advised. 

For  actual  performances,  see  WORKING  REPORTS,  pages  92  to  95. 


PITTSBURGH,  PENNA. 


33 


FOUR-WHEEL-CONNECTED  SADDLE  TANK  MOTOR. 

This  design  may  be  built  with  pilots  or  with  dash-boards,  or  without 
either  ;  and  with  or  without  side-flaps,  as  preferred. 

For  a  more  complete  description  of  construction  and  details,  and  for 
practical  hints  for  operating  our  motors,  see  pages  61  to  66. 

For  additional  designs  of  enclosed  motors  see  pages  42,  43,  44  and  45. 


(WITHOUT  DASH-BOARDS  OR  PILOTS 
OR  SIDE  FLAPS.) 


(Wrrn  DASH-BOARDS  AND 
SIDE-FLAPS  ) 


Cylinders}*^:: 
Diameter    of    driving 

6  inches. 
10  inches. 

23  inches. 
4  ft.  0  in. 

12  ft.  0  in. 
9  ft.  5  in. 

14,000  lb. 
125  gals. 

16  lb. 

7  inches. 
12  inches. 

24  inches. 
4  ft.  8  in. 

13  ft.  0  in. 
9  ft.  5  in. 

17,000  lb. 
200  gals. 

20  lb. 

8  inches. 
14  inches. 

28  inches. 
5  ft.  0  in. 

14  ft.  0  in. 
9  ft.  9  in. 

20,(XXHb. 
250  gals. 

25  lb. 

9  inches. 
14  inches. 

30  inches. 
5  ft.  3  in. 

15  ft.  6  in. 
10  ft.  0  in. 

25,000  lb. 
325  gals. 

30  lb. 

10  inches. 
14  inches. 

33  inches. 
4  ft,  6  in. 

18  ft.  0  in. 
10  ft.  2  in. 

28,000  lb. 
400  gals. 

35  lb. 

12  inches. 
18  inches. 

36  inches. 
5  ft.  9  in. 

20  ft.  0  in. 
11  ft.  0  in. 

40.000  lb. 
750  gals. 

40  lb. 

Wheel-base  
Length  over  all,  with- 
out  pilots  or   dash- 
boards 

Height  over  all  
Weight  in  working  or- 
der (all  on  drivers).  . 
Cap'ty  of  saddle  tank. 
Weight    per   yard   of 
lightest  steel   T  rail 
advised  

Hauling    capac- 
ity on  a  level,  in 
tons   of    2,OOO 
lb  

250  tons. 

350  tons. 

450  tons. 

550  tons. 

675  tons. 

950  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I. ,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  motors  should  be  used  at  one-half  or 
two-thirds  of  their  full  capacity,  and  the  lesser  proportion  is 
advised. 

For  actual  performances,  see  WORKING  REPORTS,  pages  92  to  95. 


34 


H.  K.  PORTER  &  GO., 


FOUR-WHEEL-CONNECTED  PLANTATION  LOCOMOTIVE. 

These  locomotives  may  be  built  with  wooden  cabs  (like  that  of  the 
locomotive  on  page  26),  but  for  plantation  railroads  the  open  sheet-iron 
canopy  is  preferable.  The  water  is  carried  in  two  rear  tanks,  one  at  each 
side  with  connecting  pipe,  and  serving  as  seats  for  the  engineer.  This 
construction  gives  the  lightest  possible  weight,  making  this  design  suit- 
able for  light  rails  or  light  trestle-work.  One  pair  of  driving  wheels  is 
equalized  across  and  the  locomotive  is  as  free  from  rocking  or  oscillating 
motion  as  is  possible  for  a  four-wheel  locomotive.  This  style  is  the 
simplest  and  least  expensive,  and  is  advisable  unless  the  length  of  the 
road  demands  speed  or  greater  fuel  and  water  room.  Page  38  shows  this 
general  style  with  tank  on  boiler. 


(  diameter  

5  inches. 

6  inches. 

7  inches.    8  inches.    9  inches. 

Cylinders-] 

10  inches 

10  inches 

Diameter  of  driving  wheels  

22  inches. 

22  inches. 

24  inches.  26  inches.  28  inches. 

Wheel-base  

4ft.  0  in.    4ft.  0  in.    4  ft.  8  in.    5ft,  0  in.    5  ft.  3  in. 

Length  over  all  

10  ft.  0  in. 

11  ft.  0  in.  12  ft.  7  in.  13ft.  0  in.  15ft.  1  in. 

Weight  in  working  order  (all  on 

j 

drivers) 

8,000  Ib.    10.500  Ib. 

14  000  Ib 

17  000  Ib     21  000  Ib 

Capacity  of  tank  

100  gals. 

125  gals. 

150  gals. 

200  gals.     250  gals. 

Weight  per  yard  of  lightest  steel 

rail  advised  

• 

12  Ib. 

.    14  Ib. 

16  Ib. 

20  Ib.          25  Ib. 

Hauling   capacity   on   a 

level,  in  tons  of  2.OOO 

Ib  

150  tons.  1  250  tons. 

350  tons.    450  tons. 

550  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I. ,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  111, 
112  and  132. 


PITTSBURGH,  PENNA. 


35 


PLANTATION  LOCOMOTIVE,  WITH  BACK  TRUCK. 

These  locomotives  may  be  built  with  wooden  cabs  (as  shown  on  page 
37),  but  for  plantation  railroads  the  open  sheet  iron  canopy  is  usually 
preferable.  The  position  of  the  tank  at  the  rear  instead  of  over  the 
boiler  involves  some  loss  of  power,  but  distributes  the  weight  so  as  to 
admit  the  use  of  a  lighter  rail.  The  driving  wheels  are  equalized  and  a 
very  easy  motion  secured.  Larger  driving  wheels  may  be  used  if  greater 
speed  is  desired.  Very  sharp  curves  are  admissible.  The  fuel  is  carried 
in  the  space  over  the  tank.  For  very  long  roads  with  limited  water 
supply  an  additional  tank  on  the  boiler  may  be  used. 


Diameter  of  driving  wheels 
Diameter  of  truck  wheels.. 

Rigid  wheel-base 

Total  wheel-base 

Length  over  all 

Weight  in  working  order. 


t>  inches.  7  inches. 
10  inches.  12  inches. 
24  inches.  28  inches. 
14  inches.  16  inches. 
!  4  ft.  0  in.;  4ft.  Sin. 
!  9  ft.  0  in.  10  ft.  0  in. 
14  ft.  6  in.  17  ft.  0  in. 


:  14,500  Ib. 


Weight  on  driving  wheels i  9,000  Ib. 

Weight  on  two-wheel  radial-bar; 


truck 

Capacity  of  tank. . 


Weight  per  yard  of  lightest  steel 
rail  advised 


5,500  Ib. 
125  gals. 

12  Ib. 


18.000  Ib. 
12,000  Ib. 

6,000  Ib. 
175  gals. 

16  Ib. 


8  inches. 
14  inches. 
30  inches. 
18  inches. 

5  ft.  0  in. 
10  ft.  6  in. 
17  ft.  9  in. 
21,500  Ib. 
14,500  Ib. 


9  inches.  9^2  inches 
14  inches.  14  inches. 
33  inches.  36  inches. 

20  inches.  22  inches. 
;  4ft.  Gin.    4ft.  6  in. 

13  ft.  4  in.  13  ft.  10  in. 

21  ft.  0  in.  22  ft.  0  in. 
26,000  Ib.    29,000  Ib. 
18,000  Ib.    20,000  Ib. 


70001b.  '•  8,000  Ib.     9,000  Ib. 
250  gals.     300  gals.     350  gals. 


20  Ib. 


25  Ib. 


25  Ib. 


Hauling   capacity   on   a 
level,  in  tons  of  2,OOO 


200  tons. 


300  tons. 


375  tons.    450  tons.    525  tons. 


To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  1 1.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity ;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  111,  116, 
118  and  119. 


36 


H.  K.  PORTER  &  CO., 


FORNEY  LOCOMOTIVE. 

This  design  was  invented  and  patented  by  Mr.  M.  N.  Forney.  It  is 
advisable,  instead  of  the  style  shown  on  page  37,  for  locomotives  of  such 
size  that  the  water  and  fuel  cannot  be  carried  on  a  two-wheel  truck.  It 
may  often  be  used  in  the  place  of  the  locomotives  on  pages  8, 10, 12,  and 
14,  and  is  essentially  the  type  shown  on  pages  25  and  27,  modified  by 
connecting  the  engine  and  tender  in  one  rigid  frame.  It  is  a  very  simple 
and  efficient  design,  and  capable  of  a  wide  range  of  work,  being  power- 
ful enough  for  freight  and  fast  enough  for  passenger  work.  If  run  with 
the  truck  ahead,  it  is,  so  far  as  ease  of  motion  and  speed  are  concerned, 
like  the  familiar  eight-wheel  passenger  engine  (page  4).  The  driving 
whet  Is  are  equalized,  and,  except  for  roads  with  no  sharp  curves,  the 
truck  is  fitted  with  swinging  links.  It  is  adapted  to  all  gauges,  and  this 
style,  and  those  with  the  two-wheel  truck,  are  almost  the  only  ones  prac- 
ticable, unless  for  very  small  locomotives,  for  the  24  inches  and  other 
extremely  narrow  gauges. 

We  are  prepared  to  modify  this  design  by  adding  a  two-wheel  front 
truck,  but  do  not  recommend  it,  as  it  makes  too  long  an  engine  with  too 
little  power. 


(diameter... 

9  inches. 

9J^  inches 

10  inches. 

12  inches. 

14  inches. 

j  stroke  

14  inches. 

14  inches. 

16  inches. 

18  inches. 

20  inches. 

Diameter  of  driving  wheels  

33  to  36  in. 

36  to  40  in. 

40to44in. 

44  to  48  in. 

48  inches. 

Diameter  of  truck  wheels  

18  to  20  in. 

20  to  22  in. 

22  inches. 

24  inches. 

24  inches. 

Rigid  wheel-base. 

4  ft  6  in 

4  ft  6  in 

5  f  r  3  in 

5  ft  9  in 

7  ft  0  in 

Total  wheel-base  

16  ft.  3  in. 

17  ft.  0  in. 

17ft.lOin. 

18  ft.  2  in. 

19ft.  6  in. 

Length  over  all,  including  pilot.  . 

28  ft.  0  in. 

29  ft.  6  in. 

30  ft.  6  in. 

32  ft.  0  in. 

34  ft.  0  in. 

Weight  in  working  order  
Weight  on  driving  wheels  
Weight  on  four-  \vheel  rear  truck. 
Water  capacity  of  tank 

30,000  Ib. 
18,000  Ib. 
12,000  Ib. 
400  gals 

33,000  Ib. 
20,500  Ib. 
12,500  Ib. 
450  gals 

38,000  Ib. 
25,000  Ib. 
13,000  Ib. 
500  gals 

48,000  Ib. 
33,000  Ib. 
15.000  Ib. 
700  gals 

58,000  Ib. 
40,000  Ib. 
18,000  Ib. 
900  gals 

Weight  per  yard  of  lightest  steel 
rail  advised  

25  Ib 

25  Ib 

30  Ib 

35  Ib 

45  Ib 

Hauling   capacity   on   a 

' 

level,  in  tons  of  2,OOO 

Ib. 

5°5  tons 

675  tons 

850  tons 

1  050  tons 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II  ,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity ;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

NOTE.— The  9  x  14  and  9^  x  14  cylinders  are  placed  slightly  inclined. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  87,  89,  96, 
97  and  143. 


PITTSBURGH,  PENNA. 


37 


BACK  TRUCK  PLANTATION  LOCOMOTIVE,  WITH  WOODEN  CAB. 

This  design  is  the  same  as  the  Back  Truck  Plantation  Locomotive 
described  on  page  35,  with  the  exception  of  a  wooden  cab.  For  these 
small  sizes  the  two-wheel  radial  truck  is  preferable  to  the  four  wheel,  as 
it  admits  ample  fuel  and  water  capacity,  and  is  simpler  and  can  pass 
sharper  curves.  For  very  long  roads,  or  where  the  water  supply  is  lim- 
ited, an  additional  tank  may  be  carried  on  the  boiler,  but  this  is  advis- 
able only  in  exceptional  cases.  These  locomotives  are  desirable  for  plan- 
tation roads,  or  other  roads  with  light  or  portable  track,  where  the  open 
canopy  is  not  preferable,  and  where  the  saddle-tank  style  is  not  desired. 
For  light  passenger  service,  if  extra  speed  is  needed,  larger  driving 
wheels  may  be  used.  The  weight  is  well  distributed,  the  motion  very 
easy,  and  sharp  curves  admissible. 


o»-H£3S^::: 

Diameter  of  driving  wheels  
Diameter  of  truck  wheels  
Rigid  wheel-base 

6  inches. 
10  inches. 
24  inches. 
14  inches. 
4  ft.  0  in. 
9  ft.  0  in. 
16  ft.  6  in. 
15,000  lb. 
9,000  lb. 

6,000  lb. 
125  gals. 

16  lb. 

7  inches. 
12  inches. 
23  inches. 
16  inches. 
4  ft.  8  in. 
10  ft.  0  in. 
19  ft.  0  in. 
18,500  lb. 
12,000  lb. 

6,500  lb. 
175  gals. 

16  lb. 

8  inches. 
14  inches. 
30  inches. 
18  inches. 
5  ft.  0  in. 
10  ft.  6  in. 
19  ft.  9  in. 
21,500  lb. 
14,500  lb. 

7,000  lb. 
250  gals. 

20  lb. 

9  inches. 
14  inches. 
33  inches. 
20  inches. 
4  ft.  6  in. 
13  ft.  4  in. 
20  ft.  0  in. 
26,000  lb. 
18,000  lb. 

8,000  lb. 
300  gals. 

25  lb. 

9^  inches 
14  inches. 
36  inches. 
22  inches. 
4  ft.  6  in. 
13  ft.  10  in. 
21  ft.  0  in. 
29,000  lb. 
20,000  lb. 

9,000  lb. 
350  gals. 

25  lb. 

Total  wheel-base  

Length  over  all 

Weight  in  working  order  
Weight  on  driving  wheels  
Weight  on  two-wheel  radial-bar 
truck 

Capacity  of  tank  
Weight  per  yard  of  lightest  steel 
rail  advisable  

Hauling    capacity   on   a 
level,  in  tons  of  2,OOO 
lb  

200  tons. 

300  tons. 

375  tons. 

450  tons. 

525  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  86,  115, 
119  and  136. 


38 


H.  K.  PORTER  &  CO., 


LIGHT  FOUR-WHEEL-CONNECTED  TANK  LOCOMOTIVE,  WITH 
OPEN  CANOPY. 

This  design  h  identical  with  that  on  page  26,  with  the  exception  of 
the  open  sheet-iron  canopy,  and  is  also  identical  with  that  on  page  34, 
with  the  exception  of  the  position  of  the  water  tank.  The  open  canopy 
is  cheaper  than  a  wooden  cab,  and  generally  preferable  for  hot  climates  ; 
the  saddle  tank,  except  for  very  light  ra>ls,  is  preferable  to  rear  tank,  as 
it  has  more  capacity  and  inci  eases  the  total  weight.  For  the  three 
smallest,  sizes  solid  chilled  iron  wheels  may  be  used,  and  are  cheaper 
than  stt  el  tires.  These  locomotives  are  well  balanced  and  the  greatest 
ease  of  motion  possible  for  a  four  wheel  locomotive  is  secim-d  by  a  cross 
equalizer  at  the  front  springs.  They  are  adapted  to  sharp  curves  and 
steep  grades.  The  proper  speed  with  load  is  6  to  10  miles  per  hour. 
Smaller  than  7  x  12  cylinders  of  this  style  is  rarely  advisable  for  wide 
gauge.  This  style  may  also  be  built  with  separate  tender,  like  page  27. 


w*«{£r!:::: 

Diameter  of  driving  wheels  
Wheel-base  
Length  over  all  

5  inches. 
10  inches. 
23  inches. 
4  ft.  0  in. 
10  ft.  0  in. 

6  inches. 
10  inches. 
23  inches. 
4  ft.  0  in. 
11  ft.  0  in 

7  inches. 
12  inches. 
24  inches. 
4  ft.  8  in. 
12  ft.  7  in 

8  inches. 
14  inches. 
2">  inches. 
5  ft.  0  in. 
14  ft  0  in 

9  inches. 
14  inches. 
30  inches. 
5  ft.  3  in. 
15  ft  1  in 

Weight  in  working  order  (all  on 
drivers  ) 

85001b 

12  000  Ib 

15000  Ib 

18  000  Ib 

22  000  Ib 

Capacity  of  saddle  tank  

125  gals. 

150  gals 

200  gals 

250  gals 

325  gals 

Weight  per  yard  of  lightest  stetl 
rail  advised  

12  Ib. 

16  Ib 

16  to  20  Ib 

25  Ib 

30  Ib 

Hauling    capacity   on   a 
level,  in  tons  of  2,OOO 
Ib 

275  tons 

350  tons 

450  tons 

550  tons 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  110  to  125, 
and  133. 


PITTSBURGH,  PENNA. 


LIGHT  BACK  TRUCK  LOCOMOTIVE  WITH  OPEN  CANOPY. 

(FOR  LOGGING  AND  PLANTATION  ROADS  AND  SIMILAR  SERVICE.) 

This  design  is  the  same  as  that  on  pages  20  and  21,  with  the  exception  of 
the  open  sheet  iron  canopy,  which  is  cheaper  than  the  wooden  cab  and 
better  adapted  for  hot  climates.  We  are  prepared  to  build  larger  sizes  with 
canopy.  For  the  smaller  sizes  solid  chilled  wheels  may  be  used  instead  of 
steel  tire,  and  are  cheaper.  The  driving  wheels  are  equalized  and  the 
motion  easy,  even  on  rough  track,  while  the  large  proportion  of  weight  on 
the  driving  wheels  secures  power.  The  truck  is  centre  bearing,  with  swing 
motion  and  radial  bar.  Sharp  curves,  light  rails,  steep  grades,  and  heavy 
loads,  and,  when  needful,  fast  speeds  are  practicable.  These  locomotives 
are  specially  adapted  to  logging  roads,  plantation  roads,  and  other  service 
where  there  are  objections  to  the  four-wheel  locomotive. 


Diameter  of  driving  wheels 

Diameter  of  truck  wheels 

Rigid  wheel-base 

Total  wheel-base 

Length  over  all 

Weight  in  working  order 

Weight  on  driving  wheels 

Weight  on  two-wheel  radial-bar 

truck  

Capacity  of  saddle-tank 

Weight  per  yard  of  lightest  steel 

rail  advised. . . 


6  inches. 
10  inches. 
24  inches. 
16  inches. 

4  ft.  0  in. 

8  ft.  6  in. 
14  ft.  0  in. 
14,000  Ib. 
10,500  Ib. 


7  inches. 
12  inches. 
28  inches. 
16  inches. 

4  ft.  8  in. 

9  ft.  1  in. 
16  ft.  4  in. 
18,000  Ib. 
13,500  Ib. 


8  inches. 
14  inches. 
30  inches. 
18  inches. 
I  5  ft.  0  in. 
^9  ft.  10  in. 
!l6  ft.  9  in. 
J22.000  Ib. 
il7,000  Ib. 


9  inches.  9^  inches 
14  inches.  14  inches. 
33  inches.  36  inches. 
20  inches.:, 2  inches. 

4ft.  6  in  J  4ft.  6  in. 
12  ft.  4  in.  12  ft.  6  in. 
20  ft.  0  in.  21  ft.  0  in. 
27,000  Ib.    30,000  Ib. 
20,000  Ib.    23,000  Ib. 


3.500  Ib.      4,500  Ib. 
150  gals.  ;  200  gals. 


16  Ib. 


16  Ib. 


5,000  Ib.     7,000  Ib.     7,000  Ib. 
250  gals.     375  gals.  <  400  gals. 

20  Ib.      !     25  Ib.          25  Ib. 


Hauling  capacity  on  a 
level,  in  tons  of  2,OOO 
Ib.  .. 


225  tons. 


325  tons. 


425  tons.    500  tons.    575  tons. 


To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity ;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

NOTE.— The  proportions  of  the  9  x  14  and  9^  x  14  locomotives  differ  slightly  from 
the  illustration  above. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  133,  135, 
136  and  137. 


40 


H.  K.  PORTEE  &  CO., 


MILL  LOCOMOTIVES. 

This  design  is  the  same  as  that  described  on  pages  34,  38  and  41, 
modified  for  use  inside  of  mills.  These  locomotives  are  used  for  moving 
hot  ingots  and  blooms  to  the  rolls,  and  no  cab  is  required  when  the 
locomotive  runs  wholly  inside  the  mill.  When  the  locomotive  is  used 
about  a  Bessemer  converter,  for  hauling  fluid  metal  or  taking  ingots  from 
the  pit,  or  for  moving  cinder  from  the  blast  furnace,  a  sheet  iron  cab  is 
desirable  as  shown  on  the  opposite  page.  The  5  x  10  and  6  x  10  locomo- 
tives are  used  at  the  rolls,  and  the  larger  sizes  are  generally  advisable  for 
cinder  and  ingot  work.  For  the  larger  sizes  steel  tired  wheels  are  desir- 
able, but  for  the  smaller  sizes  solid  chilled  wheels  may  be  preferable. 
Usuallv  no  bell  is  needed. 


MEMORANDUM.— The  water  may  be  carried  in  a  saddle  tank  like  the  cut  "  Bloom," 
or  in  two-connected  rear  tanks  like  the  "Ingot.1"  The  weight  and  power  of  the 
saddle  tank  design  is  slightly  the  greater.  The  rear  tank  design  gives  a  slightly 
better  outlook  for  the  engineer. 


Cylinders^  %$*«••  • 

5  inches. 
10  inches. 
22  inches. 
4  ft.  0  in. 
10  ft,  0  in. 

7,500  Ib. 
100  gals. 

(')  inches. 
10  inches. 
22  inches. 
4  ft.  0  in. 
11  ft.  0  in. 

10,000  Ib. 
125  gals. 

7  inches. 
12  inches. 
24  inches. 
4  ft.  8  in. 
12  ft.  7  in. 

14,000  Ib. 
150  gals. 

8  inches. 
14  inches. 
28  inches. 
5  ft.  0  in. 
13  ft.  0  in. 

17,000  Ib. 
200  gals. 

9  inches. 
14  inches. 
30  inches. 
5  ft.  3  in. 
15  ft  1  in. 

21,000  Ib. 
250  gals. 

Diameter  of  driving  wheels  
Wheel-base  

Length  over  all  
Weight   in  working  order,  with 
two  rear  tanks  (all  on  drivers)  . 
Capacity  of  two  tanks  placed  at 
rear  .  . 

Hauling    capacity   on   a 
level,  in  tons  of  2,OOO 
Ib 

150  tons. 

250  tons. 

350  tons. 

450  tons. 

550  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I. ,  page  47. 

NOTE.— Refer  to  page  4-6  for  explanation  of  hauling  capac- 
ity ;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  110  to  125. 


PITTSBURGH,  PENNA. 


41 


STEEL  WORKS  AND  COKE  OVEN  LOCOMOTIVES. 

This  design  is  like  pages  26  and  38,  with  the  details  arranged  to  suit  the 
special  requirements.  Very  little  wood-work  is  used,  and  the  cab  is 
made*  of  sheet  steel  and  shaped  so  as  to  clear  any  obstructions,  and  also  to 
protect  the  engineer  from  heat.  For  Bessemer  converters  the  cab  is 
usually  closed  except  at  one  side  ;  for  cinder  and  ingot  work  the  cab  may 
be  opened  at  the  sides  and  closed  at  the  front  and  back  ;  for  miscellaneous 
work  about  mills  and  furnaces  an  open  canopy  like  pages  38  and  34  may 
be  preferable  ;  for  coke  ovens,  where  the  locomotives  haul  the  larries  on  a 
track  placed  between  two  rows  of  ovens,  the  cab  is  usually  closed  at  the 
front,  partly  closed  at  the  sides  and  open  at  the  back. 


(  diameter  
Cylinders  - 
(  stroke  

Diameter  of  driving  wheels  
Wheel-base  
Length  over  all  
Weight  in  working  order  (all  on 
drivers)  

5  inches. 
10  inches. 
22  inches. 
4  ft.  0  in. 
10  ft.  0  in. 

8,500  Ib. 
125  gals. 

6  inches. 
10  inches. 
22  inches. 
4  ft.  0  in. 
11  ft.  Oin. 

12,000  Ib. 
150  gals. 

7  inches. 
12  inches. 
24  inches. 
4  ft.  8  in. 

12  ft.  7  in. 

15,000  Ib. 
200  gals. 

8  inches. 
14  inches. 
23  inches. 
5  ft.  0  in. 
13  ft.  0  in. 

1  8,000  Ib. 
250  gals. 

9  inches. 
14  inches. 
30  inches. 
5  ft.  3  in. 
15  ft.  1  in. 

22,000  Ib. 
325  gals. 

Capacity  of  saddle  tank  

Hauling   capacity   on   a 
level,  in  tons  of  2.OOO 
Ib. 

175  tons. 

275  tons. 

350  tons. 

450  tons. 

550  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity ;  for  regular  work  locomotives  should  be  used  at  one-half 
or  two-thirds  of  their  full  capacity. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  110  to  125. 


42 


H.  K.  PORTER  &  CO., 


LIGHT  BACK  TRUCK  MOTOR. 

(WITH   SADDLE   TANK.) 

This  design  may  be  built  with  pilots  or  with  dash-boards  or  without 
either  ;  and  with  or  without  side-flaps,  as  preferred. 

For  a  more  complete  description  of  construction  and  details,  and  for 
practical  hints  for  operating  our  motors,  see  pages  61  to  66. 


(  WITH  DASH-BOARDS 


Cylinder,  {J™;;; 

7  inches. 
12  inches. 

8  inches. 
14  inches. 

0  inches. 
14  inches. 

10  inches. 
14  inches. 

Diameter  of  driving  wheels  
Diameter  of  truck  wheels  
Rigid  wheel-base  
Total  wheel-base  

^8  inches. 
16  inches. 
4  ft.  8  in. 
8  ft.  3  in. 

30  inches. 
18  inches. 
5  ft.  0  in. 
8  ft.  9  in. 

33  inches. 
20  inches. 
4  ft.  6  in. 
9  ft.  3  in. 

33  inches. 
20  inches 
4  ft.  6  in. 
9  ft.  3  in. 

Length  over  all  
Height  over  all  
Total  weight  in  working  order  
Weight  on  driving  wheels  
Weight   on  two  -wheel   radial  -bar 
truck  
Capacity  of  saddle  tank  
Weight  per  yard  of  lightest  steel 
T  rail  advised 

15  ft.  6  in. 
9  ft.  5  in. 
19,000  Ib. 
14,000  Ib. 

5,000  Ib. 
200  gals. 

16  to  20  Ib 

16  ft.  0  in. 
9  ft.  9  in. 
23,000  Ib. 
17,000  Ib. 

60001b. 
2.!,0  gals. 

23  Ib 

17  ft.  6  in. 
10  ft.  0  in. 
28,000  Ib. 
2L500  Ib. 

6.500  Ib. 
325  gals 

30  Ib 

17  ft  6  in. 
10  ft.  0  in. 
3l,5001b. 
24,000  Ib. 

7,500  Ib. 
400  gals. 

30  Ib 

Hauling  capacity  on  a  lev- 
el, in  tons  of  2,OOO  Ib... 

350  tons. 

425  tons. 

525  tons. 

625  tons. 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE. -Refer  to  page  4-6  for  explanation  of  hauling  capac- 
ity; for  regular  work  motors  should  be  used  at  one-half  to 
two-thirds  of  their  full  capacity,  and  the  lesser  proportion 
is  advised. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  92  to  94. 


PITTSBUEGH,  PENNA. 


43 


BACK-TRUCK  MOTOR. 

(WITH  SADDLE  TANK.) 

This  design  may  be  built  with  pilots,  or  with  dash-boards,  or  without 
either  ;  and  with  or  without  side-flaps,  as  preferred. 

For  a  more  complete  description  of  construction  and  details,  and  for 
practical  hints  for  operating  our  motors,  see  pages  61  to  66. 


(WITH  PILOTS,  WITHOUT  SIDE-FLAPS.) 


(  diameter 

10  inches. 
16  inches. 
36  inches. 
22  inches. 
5  ft.  3  in. 
11  ft.  3  in. 
19  ft.  0  in. 
10  ft.  3  in. 
SoOOOlb. 
28.000  Ib. 
7,000  Ib. 
500  gals. 
30  Ib. 

12  inches. 
18  inches. 
40  inches. 
24  inches 
5  ft.  9  in. 
11  ft.  9  in. 
19  ft.  6  in. 
11  ft  Oin. 
43,000  Ib. 
35,000  Ib. 
8,000  Ib. 
750  gals. 
35  Ib. 

14  inches. 
20  inches. 
44  inches. 
26  inches. 
6  ft.  3  in. 
13  ft.  0  in. 
21  ft.  0  in. 
11  ft.  3  in. 
54.000  Ib. 
44,000  Ib. 
10,000  Ib. 
900  gals. 
40  Ib. 

Cylinders  ]  JJJJJe 

Diameter  of  driving  wheels. 
Diameter  of  truck  wheels 



Rigid  wheel-base         

Total  wheel-base 

Length  over  all          

Total  weight  in  working  order 
Weight  on  driving  wheels  
Weight  on  two-wheel  radial-bai 
Capacity  of  saddle  tank 

r  truck  

•<r. 

Weight  per  yard  of  lightest  steel  T  rail  advis 

Hauling    capacity    on    a    level,   in 
tons  of  2,OOO  Ib  

700  tons. 

900  tons. 

1,100  tons. 

-» 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  motors  should  be  used  at  one-half  or 
two-thirds  of  their  full  capacity,  and  the  lesser  proportion  is 
advised. 

For  actual  performances,  see  WORKING  REPORTS  on  page  95. 


44 


//.  K.  PORTER  &  CO., 


BACK   TRUCK    MOTOR. 

(WITH   REAR   TANK.) 

This  design  may  be  built  with  pilots,  or  with  dash-boards  or  without 
either  ;  and  with  or  without  side-flaps,  as  preferred. 

For  a  more  complete  description  of  construction  and  details,  and  for 
practical  hints  for  operating  our  motors,  see  pages  61  to  66. 


(WITH  PILOTS  AND  SIDE-FLAPS.) 


i  diameter  

7  inches 

8  inches 

9  inches  10  inches  10  inches 

12  inches 

14  inches 

Cylinders- 
(  stroke  

12  inches 

14  inches 

14  inches 

14  inches 

16  inches 

18  inches 

20  inches 

Diameter  of  driviDg  wheels.  . 

28  inches 

30  inches 

33  inches 

36  inches 

36  inches 

40  inches 

44  inches 

Diameter  of  truck  wheels  — 

16  inches 

18  inches 

20  inches 

22  inches 

22  inches 

24  inches 

26  inches 

Rigid  wheel-base  

4  ft.  8  in. 

5  ft.  0  in. 

5  ft.  3  in. 

5  ft.  3  in. 

5  ft.  3  in. 

5  ft.  9  in. 

6  ft.  3  in. 

Total  wheel-base  

8  ft.  5  in. 

8  ft.  9  in. 

lOft.Oin.  lOft.Oin. 

10  ft.  7  in. 

14  ft.  0  in. 

15  ft.  0  in. 

Length  over  all    (including 

pilots  or  dashboards)  

18  ft.  0  in. 

19  ft.  3  in. 

22  ft.  10  in  23  ft.  11  in 

25  ft.  10  in 

27ft.  4  in. 

29  ft.  0  in. 

H   '    ht               11 

9  ft.  7  in. 

9  ft.  10  in. 

lOft.Oin. 

10ft.  2  in. 

10ft.  Sin. 

11  ft.  2  in. 

11  ft.  3  in. 

Weight  in  working  order  — 

20,000  lb. 

23,000  lb. 

28,000  lb. 

31,000  lb. 

36,000  lb. 

44,000  lb. 

f4,000  lb. 

Weight  on  driving  wheels  

13,000  lb. 

15,000  lb. 

19,000  lb. 

22,000  lb. 

25,000  lb. 

32  000  lb. 

40,000  lb. 

Weight  on  two-wheel  radial- 

bar  truck  

7,000  lb. 

8,000  lb. 

9,000  lb. 

9,000  lb. 

11,000  lb. 

12,000  lb. 

14,000  lb. 

Water  capacity  of  rear  tank  . 

150  gals. 

200  gals. 

300  gals. 

350  gals. 

400  gals. 

500  gals. 

f  00  gals. 

Weight  per  yard  of  lightest 

steel  T  rail  advised  

16  lb. 

20  to  25  lb 

25  lb. 

30  lb. 

30  lb. 

35  lb. 

40  lb. 

Hauling  capacity  on  a  lev- 

el, in  tons  of  2.OOO  lb.  .. 

300  tons. 

375  tons. 

475  tons. 

575  tons. 

650  tons. 

850  tons. 

1,000  tons 

To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  II.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  motors  should  be  used  at  one-half  or 
two-thirds  of  their  full  capacity,  and  the  lesser  proportion  is 
advised. 

For  actual  performances,  see  WORKING  REPORTS  on  pages  94  and  95. 


PITTSBURGH,  PENNA. 


45 


DOUBLE  .ENDER   MOTOR, 

(WITH  PONY  TRUCK  EACH  END,  AND  SADDLE-TANK.) 

This  design  may  be  built  with  pilots,  or  with  dashboards,  or  without 
either  ;  and  with  or  without  side-flaps  as  preferred.  The  position  of 
the  tank  on  the  boiler  is  necessary  for  a  proper  distribution  of  weight. 
This  design  is  especially  intended  for  fast  speed. 

For  a  more  complete  description  of  construction  and  details,  and  for 
practical  hinls  for  operating  our  motors,  see  pages  61  to  66. 


Diameter  of  driving  wheels 

Diameter  of  truck  wheel 

Rigid  wheel-base 

Total  wheel-base 

Length  over  all,  including  pilots. 

Height  overall 

Total  weight  in  working  order. . . 

Weight  on  driving  wheels 

Weight  on  two  trucks 

Capacity  of  saddle  tank 

Weight  per  yard  of  lightest  steel 
Trailadvised 


8  inches. 
14  inches 
1 30  to  33  in. 
!  16  to  18  in. 
i  5  ft.  0  in. 
ISft.Oin. 
M  ft.  0  in. 
I  9  ft.  5  in. 
24,000  Ib. 
15,000  Ib. 
i  9,000  Ib. 
i  2cOgals. 

20  Ib. 


Hauling  capacity  on  a 
level,  in  tons  of  2.OOO 
Ib... 


I  9  inches 
14  inches. 
33  to  36  in. 
18to20in. 

5ft.  9  in 
i  15  ft.  9  in 
i27ft.0in. 

9  ft.  9  in 
30,000  Ib. 
19,000  Ib. 
ll.OOOlb. 

325  gals. 

25  Ib. 


450  tons. 


10  inches. 
16  inches. 
40  to  44  in. 
22to24in. 
6  ft.  6  in. 
18  ft.  6  in. 
32  ft.  0  iu. 
10  ft.  0  in. 
40.000  Ib. 


14.000  Ib. 
500  gals. 

30  Ib. 


12  inches  14  inches. 
18  inches.  20  inches. 
44  inches.  43  inches. 
24  inches.  26  inches. 

6ft.  9  in.    7  ft.  0  in. 
20  ft.  0  in.  21  ft.  0  in. 
34  ft,  0  in.  36  ft.  6  in. 
11  ft.  Oin.  11  ft.  3  in. 
50,000  Ib.  , 58,000  Ib. 
aB.OOOlb.    40,000  Ib. 
17.000  Ib.    18,000  Ib. 

750  gals.    900  gals. 


35  Ib. 


650  tons.    800  tons. 


40  Ib. 


1,000  tons 


To  compute  the  hauling  capacity  on  any  practicable  grade,  refer  to 
Table  I.,  page  47. 

NOTE.— Refer  to  page  46  for  explanation  of  hauling  capac- 
ity; for  regular  work  motors  should  be  used  at  one-half  or 
two-thirds  of  their  full  capacity,  and  the  lesser  proportion 
is  advised. 


For  actual  performances,  see  WORKING  REPORTS  on  page  94. 


46  H.  K.  PORTER  &  CO., 


HAULING  CAPACITY  EXPLAINED. 

The  number  of  tons  given  as  the  hauling  capacity  of 

GUARANTEED     each  locomotive  is  not  the  amount  of  freight  it  can 

CAPACIT  haul,  but  is  ihe-total  weight  of  the  heaviest  train,  in- 

: '        eluding  the  weight  of  the  cars  and  of  their  loads, 

CONDITIONS,  which  we  will  guarantee  the  locomotive  to  start  and 
haul  in  addition  to  the  locomotive  itself  (and  its  tender), 
on  straight  track  in  good  condition ;  the  cars  are  to  be  in  good  order, 
and  of  such  construction  as  not  to  cause  unusual  friction.  The  rate  of 
speed  is  not  supposed  to  be  excessive,  but  only  such  as  the  locomotive 
can  attain  while  doing  its  best  work  ;  this  may  be  from  5  to  15  miles  per 
hour,  according  to  the  design  of  the  locomotive.  Over-loaded  or  empty 
cars  are  harder  to  haul  than  a  train  of  the  same  total  weight  made  up 
of  properly  loaded  cars ;  mine  cars,  especially  those  with  loose  wheels, 
are  also  hard  to  haul. 

The  level  mentioned   is   supposed   to  be  absolute, 
LEVELS.  which  is  almost  unattainable  in  practice,  and  we  there- 

fore advise  that  in  selecting  an  engine  for  work  on 
a  so-called  "level"  road,  the  capacity  of  the  engine  on  a  5  or  10  feet 
per  mile  grade  be  taken. 

The  regular  work  of  a  locomotive  should  not  exceed 
DAILY    WORK,     one-half  to  two-thirds  of  its  full  capacity.     This  allow- 
ance is  advisable  for  the  best  economy  of  operation  to 
provide  a  surplus  of  power  for  special  occasions,  and  to  cover  the  im- 
perfections of  track  and  rolling-stock  as  found  in  average  practice. 

On  short  grades,  where  it  is  not  necessary  to  start 
FAVORABLE       the  train  on  the  grade,  a  locomotive  can  be  regularly 
CONDITIONS.     used  to  g°od  economy  at  its  full  capacity,  and  often 
at  considerably  over  its  estimated  capacity.     In  such 
cases  the  train  is  taken  up  the  grade  by  its  momentum  and  the  locomo- 
tive only  helps  to  keep  it  in  motion.     Grades  one  quarter  of  a  mile  long, 
when  favorably  situated,  may  be  thus  overcome. 

For  passenger  service  the  resistance  of  speed  becomes 

SPEED.  an  important  element,  but  no  exact  rule  can  be  given 

that  will  apply  to  all  cases.     For  very  high  speeds  it 

may  be  best  not  to  haul  trains  of  more  than  one-third  or  one-half  of  the 

full  capacity  at  slow  speeds. 


PITTSBURGH,  PENNA. 


47 


TABLES  FOR  COMPUTING  HAULING  CAPACITY  ON  GRADES. 

to  be  used  in  connection  with  the  hauling  capacity  on  a  level  given  for 
each  locomotive  on  pages  4  to  45. 

In  these  tables  100  per  cent,  stands  for  the  hauling  capacity  on  a  level. 
Opposite  each  grade  is  given  the  proper  percentage  to  denote  the  haul- 
ing capacity  on  that  grade.  '(For  fuller  explanation,  see  examples  on 
following  pages.) 


TABLE  I. 

FOR  SADDLE  TANK  LOCOMOTIVES. 


GRADES. 


PERCENTAGES. 


On  a  level  the  hauling 

capacity  is 100  per  cent. 

1  foot  per  mile 94 


2  feet 

I 

B 

I 

10 
IB 

n 

25 

s* 

B 

10 
IB 

50 


95 
100 


110 
120 
131 
132 
140 
150 
158/3 

lixr 

170 

180 


190 
200 


250 
2>4 

275 

300 

316ft 

3-45 

350 

375 

400 

450 

500 


n 

88 

78 
69 

64 

54 

47 

42 

40 

.   ..  37 

33 

.  30 


25 

24 

22 

21 

20 

19 

18 

17 

16 

15 

14 

13^ 

18 

12 

11 

10% 

10 


TABLE  II. 

FOR  LOCOMOTIVES  WITH  TENDER. 


GRADES.                                PERCENTAGES. 

•    On  a  level  the  hauling 
capacity  is  100  per  cent. 
1  foot  per  mile  94 
2  feet         "        90 
3     "          "                           Sfi         ' 

5      "           " 

8     "          " 

78 
69 

i 

M 

(I 

M 

10     " 
15      "            ' 
20       ' 
25       l             4 
26ft   '             '        .. 
30       l 
35       '           " 

64 
54 
46 
41 
39 
36 
32 

40       ' 
45       '           " 

27 

50       '            l 
52ft  ' 
55       '             * 
60       '            l 

.     25 

24 
23 
21 

65      '• 
70      " 

20 
18 

75      " 
80     " 
85     " 
90     " 
95     " 
100     "           " 
105ft  "           "         .  . 
110      u           " 
120      " 
130     "             ' 
132      "             l 
140      M 
150      " 
158ft  u            * 
160      "             '         .  . 
170      "           " 
180     ||           || 

190     "                    .1 
200     " 
211ft"           " 

17 

16 
15 
14 
13 
12 

.''   ;..'.'."  10 
9 

7^ 

...'.'.'.'.'.     5 

225       '           " 
250       '           " 
264       l           " 
275       * 

3 

300  g    |           || 

2 

350      "           " 
375     " 
400      " 

48  H.  K.  PORTER  &  CO., 


DIRECTIONS  FOR  USING  THE  PRECEDING  TABLES. 


I. — To  compute  how  many  tons  a  locomotive  can  haul  up  a  grade. 

With  the  description  and  illustration  of  each  locomotive,  pages  4  to  45, 
is  given,  in  tons  of  2,000  Ibs.,  its  hauling  capacity  on  a  level  with  a  refer- 
ence to  Table  I.  for  saddle-tank  locomotives,  or  to  Table  II,  for  locomo- 
tives with  tender.  Referring  to  the  proper  table,  find  the  grade,  and  note 
the  percentage  given  for  it.  This  percentage  of  the  hauling  capacity  on 
a  level  will  be  the  number  of  tons  which  the  locomotive  can  haul  up  the 
grade. 

EXAMPLE  I.— What  is  the  hauling  capacity  up  a  grade  of  300  feet  per  mile  of  the 
9x  14  cylinders  locomotive,  page  26  ? 

Page  26  gives  the  hauling  capacity  on  a  level  for  this  locomotive  550  tons.  Table 
I.  gives  4£  as  the  percentage  for  a  300  feet  grade.  Four  and  one-half  per  cent,  of  550 
gives  (disregarding  fractions)  25  tons  as  the  hauling  capacity  of  this  locomotive  on  a 
300  feet  grade. 

EXAMPLE  II. — How  much  can  the  12x16  cylinders  locomotive,  page  16,  pull  up  a 
grade  at  50  feet  per  mile  ? 

Page  16  states  the  hauling  capacity  on  a  level  at  800  tons.  Table  II.  gives  25  as  the 
percentage  for  a  50  feet  grade,  and  25  per  cent  of  800  is  200  tons,  the  hauling  capac- 
ity on  a  50  feet  grade. 

II. — To  select  a  locomotive  of  suitable  power  for  any  required  work. 

Add  50  or  100  per  cent,  to  the  regular  work  to  be  done,  according  to 
the  margin  of  surplus  power  desired  and  for  allowance  for  imperfections 
of  track,  cars,  etc.  (See  explanation  on  page  46.)  Refer  to  Table  I.  or 
Table  II.,  as  the  case  might  be,  for  the  percentage  for  the  given  grade. 
The  regular  work  to  be  done,  as  above  increased,  will  then  be  this  per- 
centage of  the  locomotive's  hauling  capacity  on  a  level ;  and  the  capacity 
on  a  level  is  found  by  multiplying  by  100,  and  dividing  by  the  rate  of 
percentage.  The  locomotive  may  then  be  selected  frojn  the  catalogue 
according  to  the  nature  of  the  service  and  the  hauling  capacity  on  a  level 
given  for  each  locomotive. 

EXAMPLE.— It  is  desired  to  haul  a  load  of  150  tons  of  cars  and  lading  regularly  up  a 
grade  of  50  feet  per  mile.  What  is  the  smallest  saddle-tank  locomotive  advisable  ? 

Adding  50  to  100  per  cent,  to  150  tons  gives  225  to  300  tons.  Table  I.  states  26  as 
the  percentage  for  a  50  feet  grade  ;  225  multiplied  by  100  and  divided  by  26  gives 
866  tons,  or  300  multiplied  by  100  and  divided  by  26  gives  1,154  tons.  A  locomo- 


PITTSBURGH,  PENNA.  49 

tive  of  866  to  1,154  tons  capacity  on  a  level  is  thus  indicated,  and  the  catalogue 
gives  a  choice  between  page  24,  12  x  18  cylinders  ;  page  23,  12x18  cylinders  ;  and 
page  21,  12  x  18  cylinders  ;  and  it  might  also  be  noted  that  if  the  load  or  grade  could 
be  slightly  reduced,  or  if  the  grade  were  so  situated  that  it  could  be  to  a  consider- 
able extent  overcome  by  the  impetus  of  the  train,  a  10x16  cylinders  locomotive 
would  be  available. 

MEMORANDA.— These  tables  may  also  be  used,  when  the  hauling  capacity  of  a 
locomotive  on  a  given  grade  is  known,  to  compute  its  hauling  capacity  on  greater 
or  less  grades. 

Also  when  a  locomotive's  capacity  on  a  given  grade  or  on  a  level  is  known,  to  com- 
pute the  steepest  grade  up  which  it  can  haul  any  desired  practicable  load. 

When  an  elevation  is  to  be  overcome  it  is  often  possi- 
LOCATING       bte  to  secure  the  greatest  economy  of  operation  by 
GRADES.        retaining  an  easy  gradient  as  long  as  possible  and 
then  introducing  a  steep  grade,  which  may  be  over- 
come by  the  momentum  of  the  train  ;   or  the  train  may  be  divided  on 
the  grade,  or  an  extra  locomotive  may  be  used  as  a  pusher. 

On  very  steep  grades,  say  over  300  feet  per  mile, 
EXCESSIVE      a  wet  or  slippery  rail,  or  very  hard  running  cars,  or 
GRADES.         other  difficulty,  may  reduce  the  load  an  engine  can 
haul  in  greater  proportion  than  on  less  grades.     It  is 
possible  to  haul  light  loads  up  600  feet  per  mile  grade  with  our  locomo- 
tives ;  but,  from  the  above  reasons,  and  also  on  account  of  the  difficulty 
of  controling  the  engine  and  train  coming  down,  about  450  feet  is  about 
as  steep  for  long  grades  as  is  usually  practicable.     For  very  heavy 
grades,  engines  should  be  specially  designed. 


Attention  is  also  called  to  the  Table  on  page  50  which 
will  show  at  a  glance  without  requiring  any  calcula- 
NEXT  PAGE.     ti°n  the  power  of  locomotives  of  different  weights  on 
all  practicable  grades.     This  table,  although  not  abso- 
lutely exact,  is  very  nearly  correct  and  very  convenient. 


50 


H.  K.  PORTER  &  CO., 


-qi  ooo'os 


•qiooo'6* 


•qi  ooo  w 


•qiooo'i 
•qi  OOO'OF 


•qi  ooo'ge 


•qi  000'98 


•qi  ooo'ra 


•qi  ooo'ss 


•qi  ooo'os 


•qi  ooo'ss 


•qi  ooo'gs     £  g 


•qi  ooo'ts 


•qi  ooo'ss 


•qi  ooo'os 


•qi  ooo'si 


•qi  ooo'gi 


•qi  ooo'si 


•qi  ooo'oi 


*qt  ooo'8 


•qiooo'9      S 


POUNDS  WEIGHT 
WHEE 


H  faX) 

§£- 
^1 

Cl< 


PITTSBURGH,  PENNA.  51 


SPECIAL   CAUTION. 

In  using  the  opposite  Table  it  must  be  borne  in  mind  that  locomotives 
ought  not  to  be  worked  regularly  at  over  one-half  to  three-fourths  of 
their  full  power  according  to  circumstances ;  also  that  for  saddle-tank 
locomotives  it  is  safest  to  reckon  the  driving  weight  with  the  tank  about 
half  full ;  also  tender  must  be  counted  as  a  part  of  the  train,  and  to  be 
exact  in  case  of  engines  with  trucks  the  weight  on  the  truck  should  be 
deducted  (on  this  basis  some  designs  could  not  ascend  the  steepest  grades 
even  without  any  train).  The  weight  of  train  is  given  in  tons  of  2,000  Ibs. , 
and  includes  the  weight  of  cars  and  their  loads.  The  friction  of  cars  is 
not  to  exceed  8  pounds  per  ton  ;  the  cylinder  power  and  size  of  driving 
wheels  are  supposed  to  be  properly  proportioned  to  the  weight  on  driving 
wheels  ;  the  track  is  to  be  straight  and  in  good  order,  and  the  speed  no 
faster  than  the  engine  can  haul  its  heaviest  loads.  The  weight  on  driving 
wheels  is  the  total  on  all  driving  wheels,  and  the  Table  applies  to  4  or  6 
driver  locomotives. 

PRACTICAL  ILLUSTRATIONS  OF  USE  OF  THE  OPPOSITE  TABLE. — 
Weights  on  driving  wheels  are  noted  at  the  top  of  the  table,  and  grades 
from  level  to  11  per  cent,  at  the  left  hand. 

EXAMPLE  I. — How  much  can  a  locomotive  with  20,000  Ibs.  on  drivers  haul  up 
grades  of  4  per  100  *  At  the  intersection  of  the  20,000  Ib.  column  and  the  4  per  cent, 
grade  line  is  the  figure  35,  which  is  the  weight  in  tons  of  2,000  Ibs.  (including  cars 
and  loads  both)  that  the  locomotive  can  haul  up  the  grade,  and  say  18  to  27  tons 
would  be  right  for  daily  work,  or  less  for  a  locomotive  with  separate  tender. 

EXAMPLE  II. — How  much  weight  on  the  driving  wheels  must  a  locomotive  have  to 
haul  a  train  of  40  tons  up  a  grade  of  5  per  cent  ?  The  number  of  tons  on  the  5  per 
cent,  line  nearest  to  40  is  41  tons,  which  calls  for  32,000  Ibs.  on  the  driving  wheels  ; 
and  for  constant  work  on  a  long  grade,  working  the  engine  at  about  two-thirds  to 
three-fourths  of  its  full  power,  there  should  be,  say,  40,000  to  46,000  Ibs.  on  the  driving 
wheels. 

EXAMPLE  HI.— If  it  is  desired  to  haul  50  tons,  with  a  locomotive  having  12,000  Ibs. 
on  its  driving  wheels,  how  steep  a  grade  is  possible  ?  The  Table  gives  the  answer, 
If  per  cent.,  or  92^  feet  per  mile,  the  50  tons  being  found  at  the  intersection  of  the 
If  per  cent,  grade  line  with  the  12,000  Ibs.  column.  But  for  regular  work  a  long 
grade  of  about  1  £  per  cent,  would  be  the  steepest  usually  advisable. 


52 


H.  K.  PORTER  &  CO., 


DIFFERENT  METHODS  OF  DESIGNATING  THE  SAME  GRADES. 


Engineer's 
Method. 

Y±  in  100  or  J4  of  1  per  cent. 
J^  in  100  or  ^  of  1    " 

%  in  100  or  %  of  1    " 

1 

in  100 

or 

1 

iy% 

in  100 

or 

1^   " 

2 

in  100 

or 

2 

2^ 

in  100 

or 

2y2  " 

3 

in  100 

or 

3 

334 

in  100 

or 

&A  " 

4 

in  100 

or 

4 

41^ 

in  100 

or 

4J£   " 

5 

in  100 

or 

5   ,  " 

5^ 

in  100 

or 

5^   " 

6 

in  10D 

or 

6    " 

6^ 

in  100 

or 

6J^   " 

7 

in  100 

or 

7 

71^ 

in  100 

or 

7^   " 

8 

in  100 

or 

8 

8*4 

in  100 

or 

8^   " 

9 

in  100 

or 

9 

9J4 

in  100 

or 

91^   " 

10 

in  100 

or 

10 

English 
Method. 

1  in  400 
1  in  200 
1  in  150 
1  in  100 
1  in    66g 
1  in    50 
1  in    40 
1  in    33i 
1  in    28* 
1  in    25 
1  in    22| 
1  in    20 
1  in    18T2i 
1  in    16§ 
1  in    15ft 
14? 


American 
R.  R.  Method. 

13ft  feet  per  mile 


39ft 
52ft 
79ft 

105ft 

132 


12* 


=  1  in 
1  in 
1  in 
1  in  11^ 
1  in  lli 
1  in  lOftj 

=       1  in    10 


184ft 

211ft 

237ft 

264 

290ft 

316ft 

343ft 

369ft 

396 

422ft 

448ft 

475ft 

501ft 

528 


To  reduce  grades  stated  in  per  cent,  (or  feet  rise  per  100  feet  of  length) 
to  feet  per  mile,  multiply  by  52T^. 

EXAMPLE.— 3  per  100  (or  3#)  is  equivalent  to  3x52ft=158r%  feet  per  mile. 

To  reduce  grades  stated  in  the  English  method  (or  one  foot  rise  in  a 
certain  number  of  feet  in  length),  divide  5,280  by  the  given  number. 

EXAMPLE.— A  grade  of  1  in  20  is  equivalent  to  5,280  divided  by  20=264  feet  per  mile. 

To  reduce  grades  irregularly  stated,  as  for  instance,  a  rise  of  so  many 
inches  in  a  number  of  yards  or  rods  or  feet  to  a  grade  stated  in  feet  per 
mile,  multiply  the  rise  in  inches  by  5,280,  and  divide  this  amount  by 
the  length  of  the  grade  in  inches. 

EXAMPLE.— A  grade  of  5  inches  in  1£  rods,  multiply  5,280  by  5=26,400  ;  divide  by 
297  (the  number  of  inches  in  1*  rods)=88ft  feet  per  mile. 


PITTSBURGH,  PENNA.  53 


EASY  METHOD  OF  MEASURING  HEAVY  GRADES. 

Of  course,  the  proper  way  of  determining  grades  is  by  surveyor's 
instruments.  But  where  the  grade  varies  many  times  in  a  distance  of  a 
few  hundred  feet,  it  is  quite  as  important  to  know  the  maximum  as  the 
average  grade.  In  such  cases  it  is  sufficiently  accurate  to  use  a  straight 
edge  100  inches  long,  and  levelling  it  with  an  ordinary  spirit  level,  to 
measure  in  inches  from  bottom  of  straight  edge  to  top  of  rail.  This 
gives  the  grade  in  per  cent.,  which  can  be  reduced  to  feet  per  mile  by 
multiplying  by  52.8.  A  few  trials  in  different  places  will  readily  deter- 
mine the  ruling  grades.  On  very  low  grades  this  method  is  not  practi- 
cable, but  it  is  useful  on  most  of  the  roads  where  our  special  service 
engines  are  running,  the  grades  varying  from  1  to  10  per  100. 


CURVES. 

THE  RESISTANCE  OF  CUKVES  is  very  considerable.  The  less  the  radius 
of  the  curve,  and  the  greater  the  length  of  the  curved  track  occupied 
by  the  train,  the  greater  the  resistance.  The  length  of  wheel-bases  of 
engine  and  cars,  the  condition  of  rolling  stock  and  of  the  track,  and  the 
rate  of  speed,  all  influence  the  resistance,  and  there  is  no  formula  that 
will  apply  to  all  cases. 

R  E  DUCTI  ON       In  practice,  many  engineers  compensate  for  curves 
OF  GRADES      on  grades  at  the  rate  of  two  one  hundredth*  of  a  foot 
ON  CURVED   in  each  hundred  feet  for  each  degree  of  curvature, 
TRACK.          the  grade  being  stated  in  feet  per  hundred. 

EXAMPLE.— If  a  20-degree  curve  comes  on  a  grade  of  five  feet  per  hundred 
the  grade  is  reduced  20xdhj=&  of  one  foot,  which,  subtracted  from  the  original 
grade  of  5  feet  per  100,  leaves  4&  feet  per  100  as  the  compensated  grade  on  the 
curve ;  or,  in  other  words,  a  grade  of  6  feet  in  the  hundred  coming  on  a  straight 
track  offers  the  same  resistance  as  a  grade  of  4T65  feet  in  the  hundred  coming  on  a 
20-degree  curve. 

Where  the  grade  is  stated  in  feet  per  mile  the  equivalent  reduction 
for  each  degree  of  curvature  is  lT(j-£<y  feet  per  mile. 

EXAMPLE.— A  20-degree  curve  coming  on  a  grade  of  261  feet  per  mile,  the  grade 
is  reduced  20X1x^=211%  feet,  which  subtracted  from  264,  leaves  242^  feet  per 
mile  as  the  compensated  grade  on  the  curved  track. 

This  rule  makes  no  distinction  between  narrow  and  wide  gauge,  and 
it  is  doubtful  if  it  applies  to  very  steep  grades  or  very  sharp  curves. 
Mr.  Nicholas  S.  Davis  informs  us  that  good  results  were  obtained  on 
the  Arizona  Copper  Co.'s  railroad  of  20  inches  gauge,  with  4  per  100 
grades  and  40-degree  curves,  by  compensating  at  the  rate  of  -^  of  a 
foot  per  degree  of  curvature. 


54  H.  K.  PORTER  &    CO., 


In  usual  railroad  practice  sharper  curves  are  used  on  narrow  gauge 
than  on  wide  gauge,  because  the  difference  in  length  of  the  inner  and 
outer  rails  on  curves  on  the  same  degree  is  not  quite  so  great,  and  also 
because  the  wheel  bases  of  locomotives  and  of  car-trucks  are  less. 

The  track  should  be  spread  about  one- fourth  inch  on 

THE  GAUGE      easy  curves,  and  on  very  short  curves  about  an  inch 

MUST  BE        to  as  much  as  the  tread  of  wheels  will  permit.     Good 

WIDENED   ON    results  were  obtained  on  the  Arizona  Copper  Co.'s  20- 

CURVES          mch  gauge  railroad  by  widening  the  track  -^  inch  for 

each  2)^  degrees  of  curvature,  making  the  track  on 

40  degree  curve  21  inches  gauge.     This  is  probably  about  right  for  most 

roads  using  our  smaller  locomotives  and  cars  of  short- wheel  base  on  very 

sharp  curves. 

Our  smaller  special  service  locomotives  on  narrow 
gauge  haul  mine  cars  around  irregular  curves  of  only 
28  feet  radius,  and  they  have  done  daily  service  around 
curves  of  20  and  even  17  feet  radius  on  wide  gauge. 
Our  narrow  gauge  freight  and  passenger  engines  are 
at  work  on  curves  of  75  feet  radius  and  upwards  ;  our 
heavier  four  driver  special  service  locomotives,  on  wide  gauge,  shift  cars 
on  curves  as  short  as  70  feet  radius.  Our  larger  sizes  of  motors  do 
good  work  around  curves  of  less  than  60  and  50  feet  radius.  While  our 
locomotives  are  capable  of  conforming  to  such  extremely  short  cur- 
vature, short  or  irregular  curves  are  to  be  avoided,  since  one  bad  curve 
reduces  the  load  that  an  engine  can  haul,  and  bad  curves  are  very  destruc- 
tive to  rails  and  rolling-stock.  It  is  economical  to  invest  more  money  and 
get  a  curve  of  longer  radius,  instead  of  losing  continuously  in  operating 
expenses.  If,  as  in  the  case  of  .mountain  and  mining  roads,  a  sharp  curve 
is  necessary,  the  rail  should  be  bent  to  the  right  curvature.  This  can 
be  done  by  a  portable  rail  bender,  or  by  a  jack  and  clamps. 


RULES  FOR  MEASURING  THE  RADIUS  OF  A  RAILROAD  CURVE. 

Stretch  a  string,  say  20  feet  long,  or  longer  if  the 
curve  is  not  a  sharp  one,  across  the  curve  correspond- 
A  B  c  ing  to  the  line  from  A  to  C  in  the  diagram.  Then 

measure  from  B  the  centre  of  the  line  A-C,  and  at  right  angles  with  it,  to 
the  rail  at  D. 

Multiply  the  distance  A  to  B,  or  one  half  the  length  of  the  string,  in 
inches  by  itself;  measure  the  distance  D  to  B  in  inches,  and  multiply 
it  by  itself.  Add  these  two  products  and  divide  the  sum  by  twice  the 
distance  from  B  to  D,  measured  exactly  in  inches  and  fractional  parts  of 
inches.  This  will  give  the  radius  of  the  curve  in  inches. 

It  may  be  more  convenient  to  use  a  straight  edge  instead  of  a  string. 
Care  must  be  taken  to  have  the  ends  of  the  string  or  straight  edge  touch 


PITTSBURGH,  PENNA. 


55 


the  same  part  of  the  rail  as  is  taken  in  measuring  the  distance  from  the 
centre.  If  the  string  touches  the  bottom  of  the  rail  flange  at  each  end, 
and  the  centre  measurement  is  made  to  the  rail  head,  the  result  will  not 
be  correct. 

In  practice  it  will  be  found  best  to  make  trials  on  different  parts  of 
the  curve  to  allow  for  irregularities. 

EXAMPLE.— Let  A-C  be  a  20  feet  string  ;  half  the  distance,  or  A-B,  is  then  10  feet, 
or  120  inches.  Suppose  B-D  is  found  on  measurement  to  be  3  inches.  Then  120 
multiplied  by  120  is  14,400,  and  3  multiplied  by  3  is  9  ;  14,400  added  to  9  is  14,409, 
which,  divided  by  twice  3,  or  6,  equals  2,40l>£  inches,  or  200  feet  1*4  inches,  which  is 
the  radius  of  the  curve. 


The  formula  is  thus  stated, 


A  B2  +  B  D 


2  BD 


=R 


Or  applied  to  the  above  example, 


120 


2X 


=2,401^  in.  =200  ft. 


DEGREES  OF  CURVATURE. 


The  simplest  way  of  designating  railroad  curves  is  by  giving  the 
length  of  the  radius  (distance  from  centre  to  outside  of  circle)  in  feet. 
Civil  engineers  designate  curves  by  degrees,  a  one  degree  (1°)  curve 
having  a  radius  of  5,730  feet,  a  2°  curve  a  radius  one  half  as  much,  a  3° 
curve  one  third,  and  other  degrees  a  proportionate  fraction  of  5,730  feet, 
as  shown  by  the  following  table  : 


Degrees. 

1 

2 

3 

4 

5 

6 

7 

8 

9 
10 
11 
12 
13 
14 
15 
16 
17 


Feet 
Radius. 


Degrees. 


5,730 

18 

2,865    j     19 

1,910 

20 

1,432 

21 

1,146 

22 

955 

23 

818 

24 

716    I     25 

636 

26 

573 

27 

521 

28 

477 

29 

441 

30 

409 
382 

31 
32 

358 
337 

33 

Feet 
Radius. 

318 
301 
286 
273 
260 


212 

206 
197 
191 
185 
179 
174 
169 


Degrees. 


Feet 
Radius. 

163 
159 
155 
150 
147 
143 
139 
136 
133 
130 
127 
125 
122 
119 
117 
114 


56  H.  K.  POETER  &  CO., 

ELEVATION  OF  OUTER  RAIL  ON  CURVES. 

No  rule  can  be  given  that  will  apply  to  all  cases  for  elevating  the  out- 
side rail  on  curves.  The  gauge  of  track  and  kind  of  traffic,  and  design 
of  locomotives  and  cars,  all  need  to  be  taken  into  consideration,  as  well 
as  the  rate  of  speed. 

On  many  standard  gauge  roads  good  results  have  been  attained  by 
elevating  the  outer  rail  one  quarter  inch  for  each  degree  of  curvature. 
The  corresponding  elevation  for  36  inches  gauge  would  be  about  one 
eighth  of  an  inch  for  each  degree  of  curvature.  For  the  comparatively 
slow  speed  at  which  most  of  our  special  service  and  freight  locomotives 
are  generally  run,  and  especially  on  the  extremely  sharp  curves  com- 
monly used,  a  very  much  less  elevation  of  the  outer  rail  will  be  sufficient, 
and  an  elevation  of  4  to  7  inches  for  standard  gauge,  or  of  2  to  5  inches 
for  narrow  gauge,  is  probably  about  the  extreme  limit  needed  even  on 
curves  of  30  to  80  degrees  (or  say  200  to  75  feet  radius). 


RAILS. 

We  would  generally  advise  for  our  light  locomotives  the  ordinary  ~[ 
section  of  steel  rail. 

The  lightest  weight  of  steel  rails  advisable  for  the 

VERY  —  LIGHT     \)Qst  economy  for  each  size  and  style  of  our  locomo- 

RAILS  NOT      tives  is  given  in  the  descriptive  text  with  the  illustra- 

tions.    The  same  weight  of  iron  rails  can  be  used,  but 

ECONOMICAL.    nQt    IQ    gQ    ^QQ^    ^vantage,  an(j    steei    raj]s    ^y    tnejr 


greater  durability  and  reduced  price  have  driven  iron  rails  out  of  the 
market.  It  is  possible  to  use  lighter  rails  than  we  have  advised  for  our 
locomotives,  but  it  is  the  best  economy  to  use  a  rail  heavier  than  is  abso- 
lutely necessary.  Light  rails  should  be  made  with  broad  heads  as 
possible,  as  a  very  narrow  head  wears  grooves  in  the  driving-wheel  tires, 
We  do  not  advise  strap  rails,  as  they  require  more  expensive  track, 
cost  nearly  the  same  as  J  rails  of  the  same  capacity,  and  are  hard  to  keep 
in  order,  and  dangerous  on  account  of  snake-heads.  We  have  known 
of  light  T  rails  being  laid  on  stringers,  and  successfully  used,  instead  of 
heavier  T  rails  on  cross-ties.  Reversed  point  spikes  are  required,  and 
the  stringers  should  be  tied  across  at  their  top  faces  by  cross  pieces  let 
in  to  ,prevent  rolling  or  spreading  of  gauge. 

STREET  For  city  streets,   when  T  rails  are  not  permitted, 

RAILS.          probably  the  best  rail  is  the  Johnson  rail  made  with 
a  deep  flange. 

WOODEN    RAILS. 

We  have  built  a  number  of  locomotives  to  run  on  wood  rails,  for 
various  gauges  from  30  inches  to  60  inches,  for  lumber-mills  and  other 
private  operations,  and  also  for  narrow  gauge  railroads.  We  have  thus 
had  considerable  experience  with  wooden  rails  of  different  patterns  and  of 
different  kinds  of  wood.  The  best  wood  is  maple,  laid  with  the  heart  up  ; 


PITTSBURGH,  PENNA.  57 

SIZE  OF         hard  pine  is  used  in  the  South.     The  simplest  form  of 
WOOD  RAILS,     wooden  rails  is  a  stringer  cut  in  16  to  20  feet  lengths, 
and  of  such  cross  section  as  the  kind  of  wood  or  weight 
of  engine  requires.     Five  inches  square  is  the  size  rail  we  would  gen- 
erally advise,  although  5  inches  face  by  7  inches  depth  is  better.     Four 
inches  face  by  6  inches  depth  will  answer  for  our  smaller  engines,  if  the 
wood  is  good  ;  for  large  rails  4  feet  between  centers  of  cross  ties  will  answer, 
and  for  lighter  rails  2  to  3  feet  between  centres.     When  worn  out  on  top 
the  rail  may  be  reversed,  and  when  again  worn  out  may  be  used  for 
ties.     The  ties  are  easiest  fitted  and  laid  if  made  uniform,  and  of  about 
the  same  size  lumber  as  the  rails  ;   6  inches  square 
TIES  FOR        is  heavy  enough.     Any  cheap  lumber  not  especially 
WOOD   RAILS,    liable  to  decay  will  do.     Ordinary  hewn  ties  may  be 
used,  but  not  being  uniform  are  less  convenient   for 
cutting  out  recesses  for  rails.     They  should  be  at  least  3  feet  longer  than 
the  width  of  the  track  between  rails.     The  ties  must  be  cut  out  accu- 
rately and  uniformly  to  receive  the  rails.     The  recesses  should  be  about 
3  inches  deep,  and  be  at  the  top  face  of  the  tie  one  inch,  and  at  the 
bottom  of  the  recess  1|  inch  wider  than  the  rail.     The  inner  faces  of 
the  recesses  are  perpendicular,  and  the  distance  between  them  is  the 
gauge  of  the  track.     The  bottom  of  the  recess  should  be  level,  and  ties 
laid  welt  to  afford  proper  bearing  for  the  stringer. 
WEDGES.         Wedges  made  of  any  cheap  wood,  or  better,  of  ends 
•of  stuff  left  from  rails,  are  driven  on  the  outside  of 
rails.     They  are  made  of  right  shape  to  fit  the  space  left ;  the  reason  for 
making  this  space  wider  at  the  bottom  than  at  the  top  is  to  keep  the 
wedges  from  working  up,  so  that  the  rail  may  be  held  securely  in  place. 

Although  our  locomotives,  especially  the  designs  on  pages  20,  39,  35 

and  37,  are  well  adapted  to  wooden  rails,  we  advise  steel  rails  as  more 

desirable  and  cheaper  except  in  first  cost.     Wooden 

DISADVA — :     ra-jg  waste  p0weT>  are  very  slippery  in  wet  or  freezing 

TAGES  weather,  require  constant  repairs,  and  necessitate  very 

OF  WOODEN     slow  speed. 

BAILS.  ID  some  cases  it  may  be  best  to  use  them  until  they 

earn  enough  to  pay  for  steel  rails,  and  in  the  Southern 
lumber  districts  where  the  grades  and  loads  are  light  and  the  tracks 
shifted  frequently,  it  may  be  well  enough  to  use  wooden  rails.  A  light 
logging  locomotive  is  a  very  great  improvement  over  animal  power 
whether  on  steel  or  wooden  rails. 

Pole  roads  are,  in  our  opinion,  unfit  for  operating 
POLE  ROADS     by  steam.     Our  experience  has  been  that  any  one 
UNFIT   FOR      having  enough  business  to  justify  the  use  of  a  locomo- 
STEAM  tive  cannot  afford  to  cripple  his  whole  plant  for  the 

LOGGING         sake  of  saving  the  cost  of  a  track,  and  that  anyone 
who  decides  to  use  a  pole  road  will  want  a  locomo- 
tive too  cheap  to  be  worth  having. 


58 


H.  K.  PORTER  &  CO., 


GAUGE  OF    TRACK, 


THE  GAUGES 

WE 
BUILD    FOR. 


The  gauge  of  a  railroad  is  tlie  distance  in  the  clear  between  the  rails. 
Our  locomotives  are  built  to  suit  the  gauge  of  track  allowing  the  proper 
amount  of  side-play  between  the  wheel-flanges  and  the  rails.  A  "  three 
foot  gauge  locomotive"  is  one  adapted  to  a  track  with  rails  just  36  inches 
apart,  and  the  wheels  measure  35)^  inches  between  flanges.  (For  the 
necessity  of  widening  the  track  on  sharp  curves  see  page  54.) 

We  build  our  locomotives  for  all  gauges  of  track 
within  reasonable  limits,  and  have  built  for  over  50 
different  gauges  varying  from  20  to  72  inches.  While 
we  are  just  as  well  prepared  to  build  for  wide  as  for 
narrow  gauges,  we  do  not  build  any  but  Light  Locomo- 
tives and  our  largest  cylinders  are  14  inches  diameter.  We  have  built 
locomotives  with  9^  inches  diameter  cylinders  for  20  inches  gauge,  12 
inches  cylinders  for  30  inches  gauge,  and  7  inches  cylinders  for  72  inches 
gauge. 

Correspondents  frequently  request  "prices  for  both 
narrow  and  wide  gauge  engines,"  and  sometimes  for 
24,  30,  36,  48  and  56^  inches  gauge,  under  the 
impression  that  the  narrower  the  gauge,  the  cheaper 
the  locomotive.  A  very  wide  gauge  is  undesirable 
for  a  very  small  locomotive,  and  an  extremely  nairow 
gauge  involves  modifications  in  design  which  increase 
the  cost  of  all  but  our  smallest  sizes  ;_  but  except  for  such  extreme  cases 
there  is  no  difference  in  pi*ice  between  a  wide  gauge  and  a  narrow  gauge 
locomotive  of  the  same  design  and  same  size  of  cylinders. 

The  metre  gauge  (39%  inches)  is  common  in  foreign 
countries.  There  are  a  number  of  roads  at  home  and 
abroad  of  42  inches  gauge.  Plantation  tramways  in 
Spanish  countries  and  steel  mill  tracks  in  this  country 
are  often  30  inches  gauge.  For  copper,  silver  and 
other  mines  20  to  30  inches  gauge  is  often  adapted  to 
save  cost  in  under-ground  work,  and  similarly  narrow 
gauges  are  often  desirable  throughout  the  yards  and  buildings  of  manu- 
factories. Many  operators  of  bituminous  coal  mines  prefer  a  gauge  of 
40  to  44  inches,  because  it  admits  a  desirable  shape  and  capacity  of  mine 
cars.  Street  railways  are  quite  commonly  60  or  62^  inches  gauge  and 
no  change  of  gauge  is  needed  when  animal  power  is  abandoned  for  our 
Steam  Motors.  Odd  gauges  of  track  are  frequent  for  private  and  local 
roads,  because  some  whim  or  trivial  reason  determined  the  gauge  at  the 


COST  OF 
NARROW 

GAUGE 

AND     OF 

WIDE   GAUGE 

LOCOMOTIVES 


SPECIAL 

GAUGES 

USED    FOR 

SPECIAL 
PURPOSES. 


PITTSBURGH,  PENNA.  59 

start.  In  some  instances  the  saving  of  a  few  dollars  in  buying  second- 
hand equipment  of  odd  gauge  has  resulted  in  an  extensive  system  of  odd 
gauge  railway  and  a  very  great  subsequent  outlay  to  change  the  gauge. 

The  "narrower  gauge"  of  24  inches  has  been  recom- 
mended as  the  best  gauge  for  short  roads  for  freight 
and  passenger  traffic  and  is  entirely  practicable.     But 
except  for  some  mill  or  mine  tracks  the  24  inches 
gauge  has  no  advantages  and  has  some  disadvantages 
as  compared  with  the  36  inches  gauge.     Theie  is  no 
SYSTEMS         saving  in  cost  of  construction  or  operation,  no  gain  in 
efficiency,  and  the  power  and  the  variety  of  design 
practicable  for  locomotives  are  limited  by  very  narrow  gauges.     There 
are  also  various  "no-gauge,"  "peg  leg,"  "saddle- bag  "  and  similar  systems 
requiring  si  ill  greater  modifications  and  without  any  recommendations 
that  we  know  of  unless  their  novelty  will  induce  curious  people  to  invest 
in  them. 

While  our  locomotives  for  all  gauges  of  track  are 

ODD  GAUGES     thoroughly  efficient,  and  we  have  overcome  all  mechani- 

U  N  D  ES I R-       cal  difficulties  in  adapting  them  to  very  narrow  gauges, 

very  wide  gauges,  and  all  odd  intermediate  gauges,  we 

ABLE  believe,  unless  there  are  exceptional  reasons  to  the 

contrary,  that  our  customers  in  planning  new  roads  will  serve  their  own 

interests  best  by  adopting  either  the  regular  narrow  gauge  of  36  inches 

or  the  standard  wide  gauge  of  56%  or  57  inches.      Equipments  of  odd 

gauge  cannot  be  obtained  or  disposed  of  promptly. 


COMPARATIVE  MERITS  OF  NARROW  AND  OF  WIDE  GAUGE. 

The  principal  advantages  claimed  for  narrow  gauges  are  adaptation  for 
sharp  curves  and  steep  grades,  lighter  rails  and  equipment,  and  cheap- 
ness in  cost  of  construction,  also  better  proportion  of  paying  load,  less 
wear  on  rolling  stock,  and  cheapness  of  operating. 

Two  surveys  are  often  made  for  a  proposed  road, 

EFFECT  OF       one  for  an  expensive  wide  gauge  with  heavy  rails  and 

GAUGE  ON  rolling  stock  over  easy  grades  and  curves,  and  the 
CURVES  AND  other  for  a  cheap  narrow  gauge  with  light  rails  and 
GRADES.  rolling  stock  over  steep  grades  and  sharp  curves. 
Over  very  mountainous  country  with  heavy  cuts  ami 
fills,  and  especially  with  a  great  amount  of  hill-side  work,  the  excess  of 
cost  of  grading  due  to  the  diiferencein  gauge  of  track  may  be  an  import- 
ant item.  But  over  ordinary  country  the  same  grades  and  curves,  and 
rails  and  equipment  of  the  same  weight  may  be  used  for  the  wide  gauge. 
Our  estimates  of  cost  per  mile  of  track  on  pages  83  and  84  apply  to 
either  gauge. 

The  narrow  gauge  admits  sharper  curves,  because  the  wider  the  gauge 


60  H.  K.  PORTER  &  CO., 

the  greater  the  amount  of  slipping  of  wheels  in  passing  curves  ;  but  prac- 
tically this  is  too  small  to  consider  unless  on  curves  too  sharp  to  be 
desirable  on  either  gauge  for  ordinary  purposes.  Sharper  curves  are 
commoner  on  narrow  gauge  because  smaller  locomotives  are  generally 
used. 

The  resistance  of  gravity  and  the  power  of  a  locomotive  on  grades  are 
just  the  same,  no  matter  what  the  gauge  of  track  maybe,  but  some 
features  of  usual  practice  make  a  slight  difference.  The  wide  gauge  in- 
creases the  weight  enough  to  be  appreciable  in  the  case  of  very  small 
locomotives ;  short  wheel-bases  on  wide  gauge  have  more  tendency  to 
crowd  against  the  rail ;  a  train  made  up  of  a  few  large  wide  gauge  cars 
has  less  friction  and  may  be  easier  to  haul  than  a  narrow  gauge  train  of 
the  same  weight  made  up  of  a  larger  number  of  lighter  cars,  but  the 
narrow  gauge  train  is  easier  to  start  by  taking  up  the  slack.  Our  figures 
of  hauling  capacity  apply  equally  well  to  all  gauges,  and  other  condi- 
tions than  gauge  of  track  will  determine  in  each  case  the  most  convenient 
loads  for  daily  work. 

When  the  narrow  gauge  system  was  first  agitated  it 

GAUGE  OF       was  argueci  that  wide  gauge  cars  could  not  be  built  as 

TRACK  AND      light  as  narrow  gauge  and  carry  the  same  load.     Wide 

PAYING          gauge  cars  have  since  been  re-modeled  so  that  in  actual 

LOADS          practice  there  is  no  marked  difference  between  the  two 

gauges  in  the  proportion  of  dead  to  paying  weight. 

The  principal  objections  urged  against  narrow  gauge  are  :  top-heavy 
rolling  stock  with  limited  speed  and  power  ;  and  transfer  of  freight  and 
passengers. 

Our  narrow-gauge  locomotives,  both  with  tender  and 

GAUGE  AND      with  g^ie-tank,  are  not  in  the  least  top-heavy,  and 

SPEED  AND      have  frequently  attained  speeds  of  30,  40,  and  even 

POWER          nearly  60  miles  per  hour.     If  more  power  is  needed 

than  about  18  inches  diameter  of  cylinder,  the  wide 

gauge  is  preferable,  though  not  necessary. 

Transfer  of  freight  and  passengers  may  in  some 

cases  be  unobjectionable,  and  may  be  desirable  even 

BREAKING       when  not  made  necessary  by  difference  in    gauge. 

GAUGE.          There  are  a  number  of  successful  systems  for  transfer 

of  freight  without  breaking  bulk.     But  the  need  of 

interchange  of  cars,  and  the  advantage  of  a  uniform  gauge,  have  led  to 

the  widening  of  many  narrow-gauge  roads,  both  "  feeder "  lines  and 

competing  lines,  even  where  the  traffic  was  easily  within  the  capacity  of 

the  narrow  gauge. 

The  question  of  gauge  of  track  is  of  much  less  practical  importance 
than  the  question  of 


PITTSBURGH,  PENNA.  61 

LIGHT  RAILROADS, 

Our  locomotive*  are  the  best  motive  power  for  a  very  great  variety  of 
roads  where  a  heavy  expensive  road  would  be  impracticable,  mechanic- 
ally or  financially,  and  where  reliable  service  is  desired  at  a  moderate 
cost  of  construction  and  operation.  When  the  work  to  be  done  is  within 
the  limits  of  a  16  to  25-lb.  rail  the  narrow  gauge  may  often  be  preferable, 
as  in  the  case  of  many  contractor's  tracks  ;  plantation,  coal  and  ore 
roads  ;  and  some  logging  roads  and  light  motor  lines.  When  anything 
heavier  than  a  30-lb.  rail  is  needed,  as  may  often  be  the  case  with  con- 
tractor's, logging,  suburban  and  motor  roads,  the  standard  gauge  is 
usually  more  desirable.  For  a  very  large  proportion  of  roads  for  which 
our  light  locomotives  are  used,  there  is  but  little  choice  between  narrow 
and  wide  gauge  except  as  special  conditions  may  exist  in  each  case.  All 
the  advantages  of  the  narrow  gauge  system  are  also  secured  by  light 
railroads  of  standard  gauge,  but  when  connection  is  made  with  trunk 
lines  a  30-lb.  rail  is  necessary  to  carry  the  cars,  and  usually  nothing 
smaller  than  a  10  by  16  cylinders  locomotive  is  advisable. 


STREET  RAILWAYS,  AND  RAPID  TRANSIT  AND  "DUMMY"  MOTOR  LINES. 

We  offer  our  noiseless  Steam  Motors,  described  on  pages  32,  33,  42,  43, 
44  and  45,  as  affording,  in  great  variety  of  size  and  design,  the  least  ex- 
pensive and  most  desirable  motive  power,  both  as  a  substitute  for  animal 
power  on  city  streets  and  for  many  local  passenger  purposes  for  which 
animal  power  is  wholly  inadequate. 

Our  motors  are  simple  and  durable  in  construction,  and  without  objec- 
tionable or  complicated  devices.  The  general  design  and  quality  of 
work  and  material  are  in  no  respect  inferior  to  the  best  locomotive  prac- 
DETAILS  OF  ^ce>  no  COSS>  gears,  upright  boilers,  or  gas  pipes  for 
conveying  steam  being  used.  The  patent  noiseless 
CONSTRUC-  exhaust  used  is  effective  and  durable  and  placed  where 
TION  OF  OUR  it  is  not  in  the  way  or  liable  to  be  injured  or  get  out  of 
order  ;  it  converts  the  usual  intermittent  noisy  action 

of  the  steam  into  a  continuous,  quiet  flow,  without 

back  pressure.  The  expensive,  cumbersome  condensing  arrangement 
used  on  foreign  "  tram  way's  engines  "  is  found  unnecessary  in  our  own 
more  practical  country,  as  with  the  patent  exhaust,  no  steam  is  notice- 
able under  ordinary  working  conditions.  Smoke  is  avoided  by  the  use 
of  anthracite  coal  or  coke  fuel.  About  8  to  12  pounds  of  anthracite  coal 
per  mile  is  usually  sufficient,  although  in  some  cases  with  heavy  loads 
and  steep  grades,  15  to  20  pounds  per  mile  is  used,  and  very  much  de- 
pends on  the  engineer.  Crude  petroleum  fuel  can  be  used  with  special 
appliances,  but  in  addition  to  mechanical  difficulties  it  is  too  expensive. 
The  machinery  of  our  motors  is  enclosed  in  a  cab  so  that  they  resemble 
horse-cars  or  railway-cars  so  nearly  that  no  difference  is  detected  at  the 


62  H  K.  PORTER  &  CO., 


first  glance.  The  motor  cabs  are  substantially  built  and  handsomely 
finished,  and  roomy  and  conveniently  designed  ;  glass  sash  is  arranged 
to  drop  all  around,  and  at  the  front  end  reaches  to  the  floor ;  hinged  trap 
doors  in  the  cab  floor  give  opportunity  for  oiling  the  machinery  in 
motion  ;  and  the  fuel  bunker  is  of  ample  capacity  and  handily  placed. 
In  all  our  motors  the  engineer  has  a  good  look  out  and  full  control  of  all 
valves  and  levers  so  that  the  motor  can  be  stopped  or  started  instantly. 

The  motors  without  pony  trucks,  described  on  pages 
BEST  DE-        32  and  33,  are  best  adapted  to  slow  speed,  as  is  usual 
SIGNS  FOR      where  the  road  is  wholly  on  city  streets.     The  smaller 
CITY  STREETS    sizes,  say  7  x  12  and  8x  14  cylinders,  are  ample  for  haul- 
AND  SLOW       ing  on  ordinary  grades  one  to  four  cars  :  and  the  larger 
SPEED  AND      sizes  are  desirable  for  hauling  a  number  of  cars  up 
STEEP         steep  grades.     The  rear-tank  design  described  on  page 
GRADE.         32  has  the  dome,  engineer's  seat,  valves,  levers,  etc., 
placed  centrally  and  gives  the  most  perfect  outlook 
in  all  directions.     The  saddle-tank  design,  page  33,  more  nearly  resem- 
bles a  street-car,  and  permits  the  shortest  possible  length  over  all,  and 
the  position  of   the  tank   over  the  boiler  does  not  interfere  to  any 
objectionable  extent  with  the  engineer's  outlook,  except  for  the  largest 
sizes  for  which  a  fireman  would  generally  be  required. 

The  motors  with  back- truck,  described  on  pages  42, 
BEST  DE-        43  and  44,  are  best  adapted  to  work  requiring  a  com- 
SIGNS  FOR      bination  of  speed  and  power.     The  small  sizes  are 
POWER  AND     useful  for  hauling  a  limited  number  of   street-cars 
SPEED  where,  for  part  of  the  way  at  least,  there  is  an  oppor- 

COMBINED  tunity  for  considerable  speed,  and  the  larger  sizes  are 
desirable  for  suburban  roads,  hauling  longer  trains 
and  heavier  cars.  The  designs  described  on  pages  42  and  43  carry  the 
water  in  a  saddle-tank  over  the  driving  wheels,  and  thus  have  the  great- 
est power  that  can  be  secured  in  combination  with  the  easy  motion  and 
speed  afforded  by  the  pony  truck.  This  position  of  the  tank  is  not  ob- 
jectionable in  the  smaller  sizes,  but  interferes  with  the  engineer's  outlook 
for  the  larger  sizes  enough  to  make  a  fireman  desirable.  The  design 
described  on  page  44  gives  a  perft  ct  outlook  in  all  directions,  with  a 
dome,  engineer's  seat,  levers  and  valves  placed  centrally,  with  a  very 
roomy,  conveniently  arranged  cab,  and  is  the  most  popular  style.  It  is 
not  quite  so  powerful  and  on  extremely  steep  grades  not  so  desirable  as  a 
saddle-tank  motor. 

The  motor  described  on  page  45  has  a  pony  truck  at  each  end  which 
makes  a  saddle-tank  necessary  to  get  sufficient  weight  on  the  driving 
wheels.  It  is  not  the  best  design  for  very  heavy  loads  and  very  steep  grades, 
but  is  the  fastest  possible  motor,  and  very  well  liked  by  roads  using  it. 

For  all  of  our  motors  with  pony  trucks  we  use  a 

SHARP          special  patented  truck  which  enables  them  to  pass 

CURVES          curves  very  easily,  and  to  work  constantly  on  curves 

that  most  railroad  engineers  would  pronounce  imprac- 


PITTSBURGH,  PENNA. 


ticable.     Our  12 x  18  cylinders  motors  with  backtrack  are  at  work  on' 
quarter  circles  of  considerably  less  than  50  feet  radius. 

Our  Motors  are  constructed  to  run  equally  well  in  either  direction,  and 
with  entire  control  and  good  outlook  by  the  engineer  running  forward  or 
backward. 

The  best  rail  for  our  motors  is  a  steel  T  rail  of  suitable  weight,  as  this 
allows  the  usual  depth  of  wheel  flange  and  width  of 
BEST  RAIL.      wheel    tread,  and  dirt  and  stones  cannot  rest  upon  it. 
When  city  ordinances  forbid  a  T  rail  the  best  rail  is 
the  Johnson  street-rail,  and  the  deeper  patterns  are  preferable.   We  make 
the  tires  of  our  motors  to  suit  any  special  rail  that  may  be  used. 
Various  "combined"  motors  and  cars,  in  which  the  car  and  engine  is 
contained  in  tLe  same  machine,  have  been  tried  but 
COMBINED       have  proved  deficient,  and  are  now  almost  out  of  date, 
M  OTO  RS.         and  superseded  by  the  separate  motor.     The  combined 
car  and  motor  has  the  merit  of  taking  up  the  least  pos- 
sible room.    But  this  arrangement  cramps  the  machinery,  compels  the 
objectionable  vertical  boiler  and  a  wheel  base  too  long  for  ordinary  street 
curves,  makes  the  car  too  rough  to  ride  in  or  else  too  shaky  for  the 
machinery,  and  annoys  passengers  with  the  vibratory  motion  of  the 
engine,  and  the  heat  of  the  boiler  and  the  smell  of  oil.     Thus  the  car  and 
engine  are  both  spoiled,  and,  in  addition,  any  repairs  to  either  lays  both  up. 
Various  machines  operated  by  compressed  air,  or  by 
COMPRESSED    ammonia  and  other  volatile  chemicals;   also  steam 
AIR,  SODA.       motors,  condensing  and  using  the  steam  over  again,  or 
FIRELESS        arranged  for  charging  with  fresh  steam,  or  for  renew- 
AND  OTHER     mS  tne  steam  by  hot  soda  reservoirs;   also  coiled 
MOTORS         spring  motors,  thermo-motors,   and  many    other  in- 
genious   contrivances    have    been  invented,  and  an- 
nounced as  the  coming  motor  about  to  revolutionize  railroads,  and  then 
have  been  abandoned  as  failures.     Thus  far  only  two  adaptations  of 
mechanical  power  for  street  railroads  have  any  real  claim  to  be  consid- 
ered rivals  of  steam  motors,  viz.,  electric  systems  and  cable  systems. 

The  latest  and,  perhaps,  the  most  popular  substitute 
ELECTRIC        for  direct  steam  power  is  electricity.     There  are  a 
MOTORS.        great  many  systems  of  electric  railroads  with  overhead 
"trollies"  and  dangling  wires,  or  with  "conduits" 
for  underground  wires  ;  also  storage  batteries  carried  on  the  motor. 
These  roads  have  proved  the  mechanical  possibility  of  hauling  street  cars 
up  very  steep  grades  and  around  sharp  curves,  and  at  a  good  rate  of 
speed  by  electricity,  but  have  at  the  same  time  made  evident  the  great 
and,  perhaps,  insurmountable  difficulties  of  satisfactory  and  economical 
continuous  operation.     The  storage  battery  seems  to  be  the  most  desir- 
able electric  system,  because  it  avoids  obstructions  in  the  streets  and  dan- 
gerous naked  wires ;  but  even  when  enough  battery  power  is  used  to 
make  the  weight  undesirable  the  power  is  limited,  except  at  the  risk  of 
its  speedy  destruction.   Until  some  absolutely  new  discovery,  the  expense 


64  H.  K.  PORTER  &  CO., 

'  of  the  storage  battery  makes  it  only  an  interesting  experiment  without 
any  commercial  or  practical  utility.  Except  in  a  few  cases  where  water 
power  is  utilized,  electricity  for  street  use  must  cost  more  than  the  direct 
application  of  steam. 

The  reasons  for  this  are  the  excessive  cost  of  maintenance  and  of  inter- 
est on  the  permanent  plant,  and  also  the  immense  waste  inseparable  from 
every  conversion  of  power  into  electricity  and  back  again  into  power; 
because,  whatever  else  electricity  may  be,  it  is  not  power,  but  only  a  means 
of  transmission  of  power.  Financial  reasons  are  in  our  opinion  decisive 
against  electricity,  but,  in  addition,  is  the  more  important  matter  of 
danger  to  life  and  property.  Almost  every  American  street  is  already 
encumbered  with  a  network  of  wires  for  telegraph,  telephone,  fire-alarm, 
or  police-patrol  purposes,  and  for  electric  lighting.  The  naked  wires 
used  for  every  practicable  electric  motor  system  may  at  any  moment,  by 
mere  contact  with  any  other  wire  or  conductor,  divert  a  current  fatal  to 
life  and  destructive  to  property.  On  account  of  frequent  groundings 
and  other  mishaps  peculiar  to  electricity,  travel  by  electric  motors  is  liable 
to  indefinite  stoppage  at  any  time  without  notice,  and  there  is  already 
some  demand  for  steam  motors  as  a  reliable  reserve  power  for  electric- 
roads.  Unless  apparent  impossibilities  are  accomplished,  we  believe  that 
electric  motors,  which,  because  of  the  popular  demand  for  novelty  and 
readiness  to  believe  anything  not  understood,  are  often  easy  to  introduce, 
will,  by  calling  attention  to  the  need  of  some  cheap  and  reliable  power, 
increase  the  sale  of  steam  motors. 

The  cable  road  is  the  only  system  which  in  any  considerable  number 
of  cases  is  preferable  to  steam  motors.     Its  positive  application  of  power 
saves  the  room  needed  by  any  separate  motor  depend- 
CABLE  ing  on  rail  adhesion,  and  also  is  adequate  for  a  very 

ROADS.  heavy  business,  and  inclines  impracticable  for  other 
systems  can  be  ascended  at  fast  speed,  and  any  extra 
rush  of  travel  can  be  accommodated  promptly  by  merely  attaching  more 
cars  to  the  "grip"  car.  If  the  business  is  large  enough  and  the  distance 
not  too  long,  these  advantages  may  overbalance  the  immense  cost  of  the 
cable  system,  the  astonishing  waste  of  power,  the  rapid  wear  of  the  cable, 
the  danger  of  accidents,  the  damage  to  the  streets  by  slot-rails  and  man- 
holes, and  the  stoppage  of  the  whole  line  inevitable  in  case  of  accidents 
or.  repairs  for  any  part  of  the  line.  Our  steam  motors  are  valuable  to 
cable  roads  for  use  on  extensions  and  also  as  a  reserve  ready  to  use  in 
case  of  need. 

The  separate  steam  motor  is  not  only  the  least  ob- 
DECISIVE        jectionable,  most  serviceable  and  least  expensive  system 
ADVANTAGES    for  street  railroads,  but  in  one  most  important  respect 
OF  STEAM       it  differs  from  all  other  systems  and  is  preferable  to 
MOTORS         them.     There  is  no  outlay  for  any  battery  of  station- 
ary boilers,  engines,  power  house,  dynamos,  compres- 
sors, overhead  poles,  wires,  underground  conduits,  cables,  man-holes, 
slot  rails,  torn-up  streets,  and  no  interference  with  telephone,  electric 


PITTSBURGH,  PENNA. 


65 


light,  and  telegraph  wires,  sewers,  gas  and  water  pipes,  etc.  The  steam 
motor  only  needs  to  be  fired  up  and  run,  and  this  can  be  done  without 
interrupting  horse-car  service.  The  "experiment"  only  involves  the 
difference  between  the  cost  price  of  one  motor  and  what  it  can  be  sold 
for  as  a  second-hand  machine,  instead  of  many  thousands  or  hundreds  of 
thousands  of  dollars. 

The  principal  obstacle,  and  in  many  cases  a  suffi- 
cient one  to  the  use  of  the  steam  motor  on  city  streets, 
is  one  which  applies  in  greater  measure  to  other  appli- 
cations of  mechanical  power.  Where  horse  power  in 
crowded  streets  is  fast  enough  the  greater  speed  of 
steam  cannot  be  used  ;  and  when  horse-power  is  able 
to  haul  any  loads  to  be  hauled  the  greater  power  of 
steam  is  of  no  advantage.  In  such  cases,  although  the  steam  motor  is 
more  economical  and  the  outlay  but  little  greater,  conservatism  will  ad- 
here to  old  and  well-tried  methods  and  be  slow  to  abandon  horse-power. 
As  compared  with  other  systems  the  steam  motor 
makes  no  more  noise  than  most  horse  cars,  cable  roads 
or  electric  motors,  and  in  general  appearance  is  no 
more  liable  to  objection.  The  principal  obstacle  to  be 
overcome  is  popular  prejudice,  and  the  best  way  to 
overcome  this  is  to  run  a  steam  motor  a  short  time. 


PRINCIPAL 

OBJECTION 

TO  STEAM 

MOTORS. 


SUBURBAN  RAILWAYS  AND  MOTOR  LINES;  HOTEL  AND 
EXCURSION  ROADS. 

The  movement  of  city  populations  toward  their  suburbs  is  in  an  in- 
creasing ratio  every  year.  Horse-power  is  too  tedious, 
fails  to  meet  the  requirements,  and  is  too  expensive. 
Any  advantages  that  cable  or  electric  roads  are  sup- 
posed to  have  for  short  runs  disappear  as  the  length 
of  the  road  is  increased.  The  utility  of  the  steam 
motor  is  on  the  contrary  more  evident  as  the  run  grows 
longer.  When  city  ordinances  and  ignorance  prevent 
the  use  of  steam  motors  on  the  city  streets  we  advise 
their  use  for  the  out-of-town  part  of  the  run.  Our  motors  are  useful  and 
money-making  on  extensions  of  electric  or  cable  roads  where  the  great 
expense  of  these  systems  and  the  amount  of  business  offered  would  not 
justify  these  systems.  Land  companies  may,  by  building  a  "rapid 
transit "  line  at  a  moderate  cost,  put  their  property  on 
the  market  at  great  profit,  and  have,  besides,  a  good 
paying  investment  in  the  road.  Proprietors  of  sum- 
mer resorts,  watering-places,  hotels,  excursion  and 
picnic  grounds,  often  find  their  business  limited  by 
the  difficulty  of  transporting  any  large  number  of  people  in  a  short  time. 


STEAM 
MOTORS 
WITHOUT 
COMPETI- 
TION  FOR 
SUBURBAN 
SERVICE. 


MOTOR  LINES 

AND  REAL 

ESTATE. 


66  3.  K.  PORTER  &  CO., 

This  difficulty  can  be  solved  satisfactorily  by  a  light-equipped  "  dummy  " 
line.  In  most  cases  where  the  season  is  short  or  the  business  irregular, 
sometimes  very  light  and  sometimes  very  great,  Ihe  best  economy  is  to 
lay  a  rather  light  rail,  and  not  to  use  motors  excessively  large  but  of 
medium  power,  and  to  have  one  or  two  motors  and  a  proportionate  num- 
ber of  cars  in  reserve  for  special  occasions.  Roads  of  this  character  are 
not  only  profitable  to  the  owners,  but  are  also  a  great  public  benefit. 
Suburban  roads  need  not  cost,  exclusive  of  franchise,  land  and  buildings, 
over  $3,000.00  to  $6,000.00  per  mile,  and  will  earn  as  much  as  the 
suburban  trains  of  existing  main  lines  which  have  cost  five  or  ten  times 
as  much.  Even  if  suburban  roads  made  no  profits,  they  would  often  be 
worth  their  cost  by  securing  rates  and  facilities  independent  of  foreign  or 
hostile  managements.  The  gauge  of  track  may  be  36  or  56^  inches  as 
circumstances  may  make  the  more  desirable.  For  a  great  number  of 
purposes  unenclosed  motors  are  more  desirable  than  enclosed  motors,  and 
we  are  prepared  to  substitute  cabs  similar  to  those  of  ordinary  locomo- 
tives, and  at  a  considerable  reduction  in  price. 

Motor  roads  are  often  built  by  men  who  are  not  personally  familiar 
with  the  details  of  railroad  machinery  and  management,  but  who  can 
see  that  such  roads  are  paying  investments.  We  wish  to  urge  upon 
capitalists  and  organizers  of  new  motor  lines  the  necessity  of  having  not 
only  good  motors,  good  cars  and  good  track,  but  also  of  having  some 
competent,  experienced  railroad  man,  who  will  know 
how  to  keep  everything  in  running  order.  The  lack 
of  such  a  man  may  mean  failure  and  is  sure  to  involve 
a  loss  of  more  money  than  his  salary  \\  ould  amount 
to.  On  small  roads  running  but  one  or  two  motors 
he  may  also  serve  as  engineer.  On  motor  roads  the  service  is  always 
severe ;  mud,  dust,  sharp  curves,  uneven  grades  and  constant  stopping 
and  starting  demand  good  care  of  machinery ;  small  engines  on  short 
runs  with  frequent  stops  are  expected  to  make  a  greater  mileage  than 
is  made  by  large  locomotives  on  long  roads.  It  is  very  short-sighted 
policy  for  a  motor  road,  after  demanding  and  getting  the  very  hand- 
somest and  most  efficient  machinery  with  all  the  latest  improved  appli- 
ances, to  let  their  motors  and  cars  lie  out  in  the  weather  without  protec- 
tion or  care.  It  is  a  very  costly  economy  to  hire  the  cheapest  engineers, 
or  to  let  the  track  get  out  of  line  and  sunk  into  the  mud  or  to  jump 
trains  over  rails  at  crossings. 

SPECIAL  SERVICE. 

Iron  furnaces  are  usually  so  located  that  fuel,  limestone  and  ore, 

FURNACE          or  meta*  or  cinder,  must  be  moved  to  and  from  dif- 

AND  CINDER      ferent  Parts  of  tne  works.     Here  the  cost  of  wagon 

LOCOMOTIVES     naunng  on  dirt  roads  is  so  excessive,  that  a  rail 

track,  either  wide  or  narrow  gauge,  as  may  be  most 

convenient,  is  essential  to  economy  and  successful  competition. 


PITTSBURGH,  PENNA.  67 

the  work  is  more  than  three  animals  and  drivers  can  do  (see  pages 
77  and  78),  a  special  service  locomotive  (see  pages  26,  34,  38,  22,  40  and 
41)  is  required,  and  will  very  soon  pay  for  itself. 

At  Bessemer  steel  works  these  special  service  locomotives  are  used  for 
hauling  hot  ingots  from  the  converter,  and  have  proved  so  useful  that 


This  cut  shows  one  of  our  9x  14  cylinders  locomotives  on  the  cinder  bank  of  the 
Chestnut  Hill  Iron  Ore  Co.,  Columbia,  Pa.,  and  unloading  cinder  cars  by  the  patent 
steam  attachment  of  Mr.  Jerome  L.  Boyer,  Reading,  Pa.  (See  page  125  for  work- 
ing report  and  description.) 

they  are  now  an  established  part  of  the  plant.     It  is  also  practicable  to 
haul  molten  metal  a  distance  of  several  miles  from  blast  furnaces  to  the 

converting-house,  instead  of  casting  and  re-melting 
STEEL-WORKS  the  pig  iron.  Our  smaller  special  service  locomotives 
LOCOMOTIVES.  are  a^so  useful  in  hauling  hot  blooms  to  the  rolls  in 

rail-mills  and  other  large  steel-mills.  For  hauling 
ingots,  hot  metal,  cinder,  etc..  the  locomotive  cabs  and  other  parts  usually 
of  wood  are  made  of  iron  to  endure  the  exposure  to  the  intense  heat. 
When  the  locomotive  works  inside  of  the  mill  under  cover  the  cab  may 
be  omitted  and  a  long  coupling  bar  used.  (See  pages  40  and  41).  It  is 
well  to  select  a  larger  locomotive  than  absolutely  necessar}'  for  hauling 
hot  loads,  as  the  cars  are  heavy  and  clumsy,  and  the  oil  often  burned  off 
of  the  car  journals. 

Our  locomotives  are  used  for  handling  fluid  metal,  ingots,  blooms,  etc., 
through  the  following  large  steel  works  :  North  Chicago  Rolling  Mill, 
Union  Iron  and  Steel  Co.,  Joliet  Steel  Co.,  St.  Louis  Ore  and  Steel  Co., 
Pennsylvania  Steel  Co.,  Scranton  Steel  Co.,  North  Branch  Steel  Co., 


H.  K.  PORTER  &  CO., 


Midvale  Steel  Works,  Otis  Steel  Works,  The  Edgar  Thomson  Works, 
and  Homestead  Works  of  Messrs.  Carnegie,  Phipps  &  Co.,  Ltd.,  Linden 
Steel  Co.,  Jones  &  Laughlins,  Ltd.,  Pittsburgh  Steel  Casting  Co.,  Messrs. 
Miller,  Metcalf  &  Parkin,  Messrs.  Oliver  Brothers  &  Phillips,  and  at 
over  fifty  iron-mills  and  blast  furnaces. 

Many  large  manufacturing  establishments  have  found  it  the  best 
economy  to  use  our  special  service  locomotives  for  moving  raw  and  fin- 
ished material  through  their  works.  When  a  track  of  24  to  36  inches 
gauge  is  used  for  connecting  the  different  departments,  our  smaller  sizes 
of  special  service  locomotives  described  on  pages  26, 38,  and  34  are  often- 
est  used.  When  a  standard  gauge  track  is  adopted,  and  usual  freight  cars 
moved,  larger  locomotives  are  desirable,  either  the  larger  sizes  of  pages 


26,  38  and  34  or  some  of  the  sizes  on  page  24.  These 
locomotives  are  used  at  copper  and  silver  smelting 
works,  iron,  gold,  silver,  copper,  fire-clay  and  phos- 
phate mines ;  cement,  lime  and  building-stone 
quarries  ;  at  brick -yards,  and  at  manufactories  of 
cars,  car-wheels,  tires,  plate-glass,  sewing-machine?, 
mowing  and  reaping  machines,  threshing  machines,  wooden  ware,  etc., 
and  are  adapted  to  many  other  purposes,  of  which  no  detailed  account 
can  be  given. 


GREAT 
VARIETJLP.F 
MANUFACTUR- 
ERS USING  OUR 
LOCOMOTIVES. 


RAILROAD  SHIFTING. 

Engines  unnecessarily  heavy  are  often  used  for  shifting  where  our 
larger  sizes,  described  on  pages  24,  21,  or  23,  would  do  the  work  as  well, 
and  at  less  cost.  These  engines  are  very  compact  and  powerful,  start 
their  trains  quickly,  and  work  on  steeper  grades  and 
sharper  curves  than  ordinary  railroad  shifting  engines. 
The  process  of  shifting  cars  by  animals,  or  by  a  gang 
of  men  with  pinch  bars,  is  a  most  inconvenient  extrav- 
agance, as  is  -also  any  dependence  on  railroad  com- 
panies for  occasional  use  of  shifting  engines.  In  such  cases,  without 
counting  the  gain  in  time,  comfort  and  convenience,  it  does  not  take  long 
for  our  locomotives  to  save  their  cost. 


ECONOMYOF 
OUR  SHIFT- 
ING ENGINES. 


PITTSBURGH,  PENNA. 


CONTRACTOR'S  WORK, 

Contractors  who  have  any  considerable  quantity  of  rock,  mud,  or 
earth  to  move,  can  do  it  most  economically  by  our  special  service  loco- 
motives, such  as  are  described  on  pages  20  to  26  and  34  and  38. 

The  gauge  of  track  for  contractor's  tram-ways  may  be  narrow  or  wide 
as  most  convenient.  Narrow  gauge  is  best  where  the  plant  needs  to  be 
shifted  often,  nnd  some  contractors  prefer  30  or  even  24  inches  gauge  for 
this  reason,  and  use  very  small  locomotives  and  cars.  Usually  there  is 
no  advantage  in  anything  narrower  than  36  inches  gauge.  When  stand- 
ard gauge  cars  belonging  to  the  railroad  can  be  used  for  grading  to  good 
advantage,  10x16  cylinders  is  usually  the  smallest  size  locomotive  desir- 
able. Otten  when  narrow  gauge  is  used,  the  heavy  rails  intended  for  the 
finished  railroad  may  be  used  instead  of  lighter  rails. 
ECONOMY  OF  Qur  contractor>s  locomotives,  or  two  if  the 


CONTRACTOR'S  haul  is  long  or  grades  steep,  will  keep  a  steam  shovel 
LOCOMOTIVES  busy.  ^  Pavs  lo  use  a  locomotive  even  for  hauls  as 
1  short  as  500  or  1000  feet.  Compared  with  animal 
power,  our  locomotives  save  their  cost  many  times  over  ;  compared  with 
other  locomotives,  they  are  efficient  and  durable  and  will  stand  hard  usage 
24  hours  per  day  constant  use  six  days  per  "week  with  reasonable  care. 
In  case  of  accidents  our  locomotives  are  only  laid  up,  if  at  all,  long 
enough  for  a  telegram  to  reach  our  shops  and  supplies  expressed  to  reach 
destination. 

Our  contractor's  locomotives  have  proved  useful  in  the  construction  of 
the  following  large  works  :  The  United  States  Government  Works  at 
Muscle  Shoals,  Yaquina  Bay,  Columbia  River  Cascade  Locks,  and  the 
Mississippi  Rapids  near  Keokuk  ;  The  Panama  Canal  ;  the  Hoosac, 
Musconetcong,  Pittsburgh  Junction,  Hoboken,  Baltimore  and  other  tun- 
nels ;  the  Northern  Pacific  Railroad,  both  in  the  laying  of  the  first  track 
and  in  the  completion  of  the  Cascade  Tunnel  ;  the  Montclair  Railway  ; 
Canada  Southern  R.  R.  ;  West  Shore  R.  R.  ;  South  Pennsylvania  R.  R.; 
Illinois  Central  New  Line  ;  the  improvement  of  the  Pennsylvania,  Balti- 
more &  Ohio,  and  Shore  Line  railroads  ;  the  deepening  (and  subsequently 
the  filling)  of  the  Providence  Cove,  the  filling  of  the  South  Boston  Flats 
and  of  the  Potomac  Flats  ;  the  Hiland  Reservoir  at  Pittsburgh,  the  new 
Reservoir  at  Washington,  and  the  Croton  Aqueduct.  Reports  of  the 
workings  of  some  of  these  locomotives  may  be  found  on  pages  110  to  125. 


70 


H.  K.  PORTER  &  CO., 


COAL  ROADS. 

When  coal  is  sent  to  market  by  water  it  is  generally  best  to  run  the 
mine  cars  to  the  water,  and  sort  and  ship  the  coal  in  one  operation. 
Where  coal  is  shipped  by  rail  it  is  usually  cheaper  to  extend  the  mine 
*road  than  to  build  a  branch  of  the  wide-gauge  road  several  miles  to  the 
mine.  The  excess  of  the  cost  of  the  wide  gauge  over  the  narrow  gauge,  on 
which  the  mine  cars  are  hauled  by  a  light  locomotive,  like  those  shown 
on  pages  22  or  26,  would  often  be  enough  to  pay  for  the  entire  rolling- 


This  cut  shows  the  Tipple  for  shipping  bituminous  coal  by  river.  The  coal  is 
hauled  from  the  foot  of  the  incline  or  from  the  mine  by  a  locomotive  and  is  dumped 
into  flat  boats.  The  nut  coal  and  lump  coal  are  separated  by  screens  and  loaded  and 
weighed  into  different  boats.  When  coal  is  shipped  by  rail  the  flat  cars  are  loaded 
by  a  similar  arrangement. 


stock  of  the  latter.  The  best  results  are  obtained  when  loaded  cars  go 
down  and  empty  cars  go  up  grade.  When  the  locomotive  has  brought 
its  loaded  train  to  the  tipple  or  breaker,  it  should  find  an  empty  train 
ready,  and  when  this  empty  train  has  been  brought  back  to  the  mine  it 
should  be  exchanged  for  another  loaded  train  without  delay.  At  each 
terminus  there  should  be  two  tracks,  one  for  empty  and  one  for  loaded 
trains,  and  the  grade  should  be  so  adjusted  that  the  cars  may  be  handled 
by  gravity.  The  exercise  of  a  little  foresight  in  the  location  and  details 
of  such  a  road,  with  reference  to  economy  of  handling  and  shipping, 
may,  with  little  or  no  addition  to  the  outlay,  save  a  large  amount  every 
year. 


PITTSBURGH,  PENNA. 


71 


COAL  MINES. 

In  adapting  our  locomotives  to  inside  use  in  mines  difficulties  were 
encountered  and  overcome.  The  grades  and  curves  are  usually  exces- 
sive, and  the  rails  light  and  often  wet ;  considerable  power  is  required  in 
a  very  contracted  space ;  dry  steam  must  be  obtained  with  low  steam- 
room  ;  even  where  the  head-room  is  not  enough  for  a  man  to  stand 
upright,  the  locomotive  must  be  provided  with  a  comfortable  place  for 
the  engineer,  with  everything  placed  conveniently  within  his  reach  and 
control. 

The  dimensions  of  openings  and  weights  of  rail  required  for  different 
sizes  and  styles  of  mine  locomotives  are  given,  with  the  illustrations  and 
descriptive  text  on  pages  28,  and  30.  We  advise  the  larger  openings  as 
giving  the  best  and  most  economical  results. 

In  hauling  under  ground,  as  in  outside  hauling,  animals  cannot  com- 
pete with  locomotives  in  economy  and  efficiency.  The  table  of  compara- 
tive cost  is  given  on  page  77. 

The  principal  objection  against  mine  locomotives  is,  that  the  smoke 
is  injurious  to  the  miners.  Its  best  answer  is  an  actual  test  properly 
made.  Experience  makes  mine  locomotives  popular  with  miners,  since, 
if  annoyance  is  felt  from  the  smoke,  the  ventilation  of  the  mine  is  shown 
to  be  defective,  and  the  mine  operator,  to  secure  to  himself  the  advantages 
and  saving  obtained  by  the  use  of  the  locomotive,  must  secure  to  the 
miners  a  proper  supply  of  pure  air.  Thus  the  locomotive  not  only  has 
done  no  harm,  but  has  pointed  out  an  existing  danger,  which  was  the 
more  hurtful  because  imperceptible.  Bituminous  coal  is  better  than 
anthracite,  and  coke  is  worse  than  either.  Even  where  mines  are  badly 
ventilated  a  mine  locomotive  does  good,  rather  than  harm,  since  by  its 
passage  through  the  entry,  a  draught  is  made,  which  expels  the  foul  air 
and  smoke  together.  It  is  only  necessary  to  supply  the  mine  rooms  with 
fresh  air  independently  of  the  main  entry,  which  is  the  best  and  simplest 
method  of  ventilation,  whether  a  locomotive  is  used  or  not.  As  no  two 
mines  are  exactly  alike  the  arrangements  of  details  of  ventilation  will  vary  ; 
but  the  one  thing  essential  is  to  use  the  entry  where  the  locomotive  works 


72  H.  K.  PORTER  &  CO., 

for  the  out-current  of  air  and  not  for  the  in-current.  A  furnace  or  a 
fan  may  be  used  as  may  be  most  convenient.  For  tunnels  open  at  each 
end  natural  ventilation  is  usually  sufficient. 

Our  mine  locomotives  are  in  use  in  the  anthracite  and  the  bituminous 
regions  of  Pennsylvania,  Maryland,  West  Virginia,  Virginia,  Ohio, 
Kentucky,  Georgia,  Tennessee,  Illinois,  Iowa  and  Washington  Territory. 
Some  of  them  have  been  in  constant  use  for  ten  years  two  and  a  half 
miles  underground  and  very  seldom  coming  out  into  daylight. 

Reports  of  some  of  our  mine  locomotives  are  given  on  pages  126  to 
131,  and  the  different  sizes  and  designs  are  described  on  pages  28,  30,  and 
81. 


COKE  OVENS. 

The  manufacture  of  coke  from  bituminous  coal  for  use  in  blast 
furnaces,  iron  and  steel  mills,  and  also  in  the  form  of  crushed  coke  for 
use  in  dwellings,  has  developed  so  that  the  ovens  can  no  longer  be 
charged  in  the  old-fashioned  way  by  cars  drawn  by  mules.  Our  light 
locomotives  described  on  page  41  are  especially  constructed  for  this 
work,  having  sheet-iron  cabs  for  protecting  the  engineer,  and  they  haul 
one  to  five  larries  at  a  trip,  charging  100  to  300  ovens  per  day,  according 
to  the  size  of  the  locomotive  and  the  grades  and  distance.  The  gauge  of 
track  is  usually  56%  inches,  and  very  sharp  curves  are  often  necessary. 
The  double-row  system  of  ovens  is  the  most  convenient,  with  the  track 
laid  between  the  ovens  and  with  larries  with  a  spout  on  each  side  ;  but 
the  old  system  with  the  track  over  the  centre  of  the  ovens  can  be  used. 
It  is  cheapest  to  use  a  heavy  rail  of  50  to  60  pounds  per  yard,  bearing  on 
pillars,  and  not  to  have  the  weight  of  the  locomotive  and  larries  rest 
on  the  ovens.  When  heavy  rails  are  used  the  driving  wheels  of  the 
locomotive  may  be  solid  chilled  iron,  which  are  cheaper  than  steel- tired 
wheels,  and  do  not  require  turning  down,  and  for  these  reasons  may  be 
preferable. 

A  locomotive  with  7x12  cylinders  is  generally  amply  powerful  for 
coke-oven  service,  and  often  a  6  x  10  cylinders  locomotive  is  sufficient. 
The  locomotive  may  also  be  utilized  for  shifting  the  usual  railroad  cars 
for  loading.  In  some  cases  it  may  be  desirable  to  use  the  same  gauge  of 
track  on  the  ovens  as  for  the  mine  cars  and  haul  the  mine  cars  as  well  as 
the  larries. 

A  few  reports  of  coke-oven  locomotives  are  given  on  pages  110  to  125. 


PITTSBURGH,  PENNA. 


73 


LOGGING  RAILROADS, 

Steam  railroads  with  proper  locomotive  and  cars,  furnish  the  cheapest 
and  most  reliable  plan  for  moving  logs  from  a  timber  track  to  the  water. 
They  are  equally  desirable  in  many  cases  for  hauling  logs  to  the  mill  or 
to  a  main  line  of  railroad. 

The  best  gauge  for  most  logging  roads  is  56^  inches,  because  wide 
gauge  cars  can  have  extra  long  bolsters  and  be  loaded  heavily  without 
piling  the  logs  high.  For  light  logging  roads  with  rails  of  16  to  20  Ibs. 
per  yard,  the  narrow  gauge  of  36  inches  may  be  preferable.  Odd  gauges 
are  to  be  avoided,  as  their  rolling-stock  cannot  be  bought  or  disposed  of 
to  as  good  advantage  as  for  regular  gauges. 


This  cut  represents  a  7  by  12  cylinders  locomotive  hauling  17,650  feet  of  logs  on  10 
cars,  8  miles  in  33  minutes,  on  a  20  Ib.  per  yard  iron  rail. 


The  best  rail  is  steel,  of  16  to  40  pounds  per  yard  weight,  according  to 
the  work  to  be  done.  Instead  of  earthwork  fills  or  trestles,  imperfect  and 
unmarketable  logs  may  be  built  into  cribwork  for  crossing  swamps  and 
other  depressions.  The  rails  are  then  laid  on  stringers,  and  reverse  point 
spikes  are  used  ;  the  stringers  are  tied  across  at  their  top  faces  to  prevent 
their  rolling,  as  explained  on  page  56.  Our  experience  with  wooden 
rails  is  also  given  on  pages  56  and  57. 

A  logging  road  should  be  equipped  with  enough  cars  for  two  trains, 
one  to  be  loading  while  the  other  is  on  the  road,  so  that  the  locomotive 
need  not  wait  for  cars  to  be  loaded.  The  unloading  can  be  done  so 
quickly  as  to  cause  no  delay. 


74 


H.  K.  PORTER  &  CO. 


Our  locomotives  are  well  adapted  to  this  service.  Those  described  on 
pages  26,  34,  and  38  are  often  used,  as  they  are  the  simplest  and  least 
expensive.  The  back-truck  styles  on  pages  20,  21  and  39  are  generally 
most  desirable  as  they  can  make  the  greatest  number  of  trips  and  also 
haul  heavy  loads.  Pages  22  and  23  are  preferable  for  excessively  steep 
grades  where  power  rather  than  speed  is  required.  Pages  8,  12,  16  and 
36  are  desirable  for  extra  long  niEs. 

Logging  railroads  are  generally  so  built  that  the  service  is  very  severe, 
and  there  are  few  places  where  it  is  so  poor  economy  to  use  cheaply- con- 
structed locomotives.  A  large  force  of  men  and  an  expensive  invest- 


ment may  be  rendered  useless  by  the  attempt  to  save  a  few  hundred 
dollars  in  motive-power.  Good  mules  are  preferable  to  poor  steam 
machines. 

The  cost  of  hauling  logs  by  our  locomotives,  includ- 
ing interest  and  depreciation,  and  all  expenses,  varies 
from  about  30  cents  to  60  cents  per  1,000  feet,  accord- 
ing to  the  length  and  general  condition  of  the  road, 
and  the  amount  of  business.     The  cost  of  hauling  by 
horses  with  sleds  over  snow,  or  iced  tracks,  is  usually 
$1  to  $2.50  per  1,000  feet,  allowing  two  to  three  trips  per  day.     A 
lumberman  dependent  on  sledding  is  liable  to    have    his    operations 
entirely  suspended  by  a  mild  winter,  and  his  money  locked  up  for  a 


HAULING 
LOGS. 


PITTSBURGH,  PENNA.  75 

year  at  least.  Meantime,  his  logs  are  depreciating  in  value,  and  are  unsal- 
able when  prices  are  the  highest  and  the  demand  greatest.  By  building 
and  operating  a  logging  railroad,  however,  he  may  still  reach  the  season's 
market,  and  afterwards  carry  logs  all  the  year  round.  When  prices  are 
high  the  output  can  be  doubled,  without  additional  investment,  by  run- 
ning 24  hours  per  day  ;  or,  on  the  other  hand,  when  prices  are  low,  and 
operations  therefore  suspended,  all  expenses  are  stopped.  When  timber 
has  been  injured  by  fire  or  windfall,  it  may  be  brought  to  market  before 
it  can  be  destroyed  by  decay  or  boring  worms  by  building  a  logging 
railroad.  The  entire  outlay  for  a  steam  logging  road  with  steel  rails  is 
about  50  cents  or  $1  for  each  1,000  feet  of  lumber  readily  reached  by  it. 
When  the  tract  is  cut  off,  the  road  may  be  moved  to  another  tract  at 
slight  expense  Under  reasonably  favorable  conditions  a  logging  rail- 
road more  than  pays  for  itself  inside  of  a  year.  The  investment  is  a 
paying  one,  even  if  the  timber  reached  is  cut  off,  and  the  road  moved  to 
open  up  another  tract  every  year.  Tracts,  before  considered  of  little 
value  and  inaccessible,  may  be  utilized  and  worked  to  make  even  more 
profitable  returns  in  proportion  to  the  investment  than  lands  held  at  a 
higher  figure  because  more  favorably  located.  Logging  railroads  solve 
the  problem  also  of  the  economical  and  profitable  production  of  lumber, 
where  otherwise  the  cost  of  moving,  as  it  increases  with  the  length  of 
the  haul,  leaves  after  each  year's  cut  a  diminishing  margin  of  profit. 
This  low  cost  of  transportation  enables  "culled"  or  poorer  grades  of 
logs— which  by  any  other  method  of  logging  would  be  left  to  rot  in  the 
woods — to  be  marketed  with  profit,  and  logs  can  be  sold  with  a  handsome 
margin  at  what  are  cost  figures  to  operators  hauling  by  animals. 

The  advantages  and  economy  of  logging  locomotives  are  by  no  means 
confined  to  immense  operations.  While  our  larger  locomotives  can  put 
in  1,000,000  feet  per  week  on  a  haul  of  5  to  10  miles,  our  smaller 
locomotives  are  just  as  economical  and  almost  as  indispensable  for  any 
mill  cutting  say  15,000  to  20,000  feet  daily  and  hauling  logs  or  lumber 
over  a  half  mile. 

Our  locomotives  are  hauling  logs  in  Pennsylvania,  the  Southern 
Atlantic  and  Gulf  States,  the  Northern  Lake  States,  and  on  the  Pacific 
coast.  The  total  extent  of  territory  annually  denuded  of  timber  hauled 
by  locomotives  built  by  us  is  about  350  square  miles. 

Our  locomotives  are  also  used  for  sorting  and  piling  lumber  in  lumber 
yards,  and  for  hauling  sawdust  and  waste  from  the  mill  to  a  refuse 
burner. 

WORKING  REPORTS  are  given  on  pages  132  to  147. 


76 


H.  K.  PORTER  &  CO., 


PLANTATION  RAILROADS. 

In  the  West  Indies,  Mexico,  Sandwich  Islands,  South  America,  and  in 
our  own  Southern  States,  our  light  locomotives  are  used  on  plantations 
for  carrying  sugar-cane  from  the  fields  to  the  crushing-mill,  and  for 
shipping  sugar  and  molasses,  and  for  receiving  fuel  and  other  supplies. 
The  gauge  of  track  is  usually  30  or  36  inches,  and  the  metre  gauge  is 
sometimes  used. 

The  service  is  peculiarly  difficult  in  several  respects,  and  demands 
locomotives  well  adapted  to  the  requirements.  The  soil  is  usually  very 
soft,  and  in  the  rainy  season  the  rails  are  sometimes  hidden  by  the  mud  ;  a 
light  or  portable  track  is  often  used  for  convenience  in  moving  the  road  in 
the  fields  ;  the  road  follows  the  contour  of  the  surface  of  the  country,  and 
the  curves  and  grades  are  frequently  excessive  ;  the  climate  is  very  hot  and 
moist,  and  good  engineers  are  not  alway  obtainable.  The  Plantation  Loco- 
motives on  pages  34,  35,  37  and  14  meet  all  these  conflicting  conditions,  as 
they  are  light,  compact  and  powerful,  and  with  their  weight  well  dis- 
tributed ;  the  different  parts  are  strongly  made  to  stand  rough  usage,  and 
the  cabs  are  open  to  secure  the  comfort  of  the  engineer.  If  desired, 
greater  power  may  be  gained  by  carrying  the  water  over  the  boiler  (as 
shown  on  pages  20,  21,  22,  23,  26,  38  and  39),  but  plantation  owners 
generally  prefer  the  rear  tanks.  Wood,  coal,  gas-house  coke,  or  the 
refuse  dry-pressed  cane,  may  be  used  as  fuel. 

Plantation  locomotives  are  applicable  to  any  large  farming  operations, 
and,  with  such  modifications  as  the  climate  and  the  conditions  of  the 
service  may  require,  are  just  as  capable  of  saving  time  and  money  in  the 
great  wheat-fields  of  the  Northwest  as  in  the  plantations  of  the  tropics. 


PITTSBURGH,  PENNA. 


77 


COMPARATIVE  COST  OF  OPERATING  ANIMALS  AND  LIGHT  LOCOMOTIVES. 

The  following  calculations  demonstrate  that  on  an  average  where  three 
animals  and  three  drivers,  or  animals  and  drivers  in  different  proportion, 
but  at  about  the  same  daily  expense,  are  used,  it  is  cheaper  to  operate  a 
light  locomotive.  From  $5  to  $6  per  day,  or  $1,500  to  $1,800  per  year, 
is  a  reasonable  allowance  for  the  cost  of  operating  a  light  locomotive,  to 
take  the  place  of  10  to  30  animals.  It  is  not  unusual  for  an  engine  to 
save  its  cost  in  less  than  a  year.  When,  through  strikes  or  dulness  of 
trade,  an  engine  is  idle,  it  saves  money  as  well  as  when  it  is  busy  ;  only 
a  few  cents  of  white  lead  and  tallow  are  needed  for  it,  while  mules, 
whether  idle  or  not,  must  be  fed. 


Cost  per  year  of  operating  3  mules  and  3  drivers. 


Where  Feed  and  Labor  are  at 

Low  Prices. 

Average  Prices. 

High  Prices. 

3  mules1  feed,  harness,  shoeing, 
care,  etc.,  for  365  days,  each 
per  day  ... 

@33^c.  =$365.00 
@75c.    =  675.00 
=    36.00 

@   60c.=  $657.00 
@  $1.25=1  ,125.00 
=     36.00 

@$1.00=$1,095.00 
@   1.75=  1,575.00 
=        36.00 

3  drivers1  wages,  300  days,  each 
per  day  

8  per  cent,  interest,  mules 
worth  $150  each. 

Total  „  

$1,076.00 

$1,818.00 

$2,706.00 

Cost  per  year  of  operating  one  of  our  light  locomotives, 
capable  of  doing  the  work  of  1  O  to  3O  mules  or  horses. 


Where  Fuel  and  Labor  are  at 

Low  Prices. 

Average  Prices. 

High  Prices. 

Fuel,  400  to  1,000  pounds  coal, 
or  ^  to  %  cord  wood.    Costs 
almost  nothing  at  coal-mines, 
lumber  mills,  etc.,  per  day  .  . 
Engineer's    wages,   300   days, 
per  day 

$30.00 

@      20c.=  60.00 
§$1  50    —450  00 

$100.00 

@,  $1.00=  300.00 
@     2  25—  675  00 

$200.00 

@  $3.00=  900.00 
@     275=  82500 

Boy  to  switch,  couple,  etc  
Interest,  8  per  cent.,  say  

60c.=180.00 
250.00 

@     1.00=  300.00 
250.00 

@     1.50=  450.00 
250.00 

Total  

$97000 

$1,625.00 

$2,625.00 

There  are  a  number  of  items  which  must  be  considered  in  a  fair  com- 
parison of  animals  with  locomotives,  which  vary  too  much  with  each 
individual  case  to  be  noted  in  the  table  given  above. 

A  locomotive  makes  so  much  quicker  time  than  animals,  that  fewer 
cars  are  required  to  carry  a  greater  daily  total  of  tonnage.  This  effects 
a  reduction  in  original  investment  that  may  nearly  amount  to  the  cost 
of  the  locomotive,  and  also  reduces  materially  the  running  expenses, 


78  H.  K.  PORTER  &  CO., 

This  reduction  in  the  number  of  caj;s —  the  engine,  with  quick  trips, 
replacing  a  number  of  teams  making  slow  trips  —  reduces  the  number  of 
turnouts  needed.  In  one  case  one  of  our  engines  was  mostly  paid  for  by 
the  sale  of  rails  from  extra  track  that  was  no  longer  of  any  use. 

The  keeping  up  of  a  path  between  the  rails  for  animals  to  work  on, 
the  renewing  of  ties  worn  out  by  constant  tramping  over  them,  is  a 
vexatious  expense  avoided  by  the  use  of  a  locomotive.  This  item  often 
amounts  to  one  man's  continuous  time,  or  $1  to  $2  per  day. 

Even  where  a  large  sum  is  spent  in  keeping  up  a  footway,  the  chance 
of  accident  and  wear  and  tear  of  animals  is  greater,  and  the  average 
useful  life  is  less  than  that  of  a  locomotive. 

The  relative  economy  increases  rapidly  with  the  length  of  the  road. 
On  a  track  of  a  quarter  of  a  mile  or  less  in  length,  the  locomotive, 
although  much  preferable,  would  not  have  so  much  advantage  as  on  a 
road  half  a  mile  long.  While  it  is  almost  impracticable  to  haul  with 
mults  much  over  half  a  dozen  miles,  freight  can  be  hauled  ten  miles  by 
the  locomotive  cheaper  than  by  mules  two  or  three  miles. 

These  incidental  savings,  which  are  not  included  in  the  table,  will 
usually  cover  the  additional  cost  if  heavier  rails  are  required,  and  also  of 
any  changes  of  grades,  curves,  mine  headings,  etc. ,  as  may  be  advisable 
for  the  most  economical  use  of  the  locomotive. 

We  recommend  that  an  engineer  be  also  enough  of  a  mechanic  to  do 
all  light  repairs  and  keep  the  locomotive  in  good  order.  With  such  a 
man,  the  item  of  repairs,  unless  the  engine  is  over,  worked,  should  not 
average  for,  say  20  years,  over  $50  to  $100  per  year.  The  amount  of 
fuel  used  is  also  considerably  dependent  on  the  engineer.  We  believe  a 
liberal  salary  to  a  good,  competent  engineer  the  best  policy.  Our  system 
of  standard  templets  enables  us  to  express  duplicate  parts  on  telegraphic 
orders.  (See  page  1.) 

We  believe  that  if  parties  who  are  doing  hauling  on  tramways  by 
animals  will  calculate  for  themselves  the  cost  of  operating,  their  own 
figures  will  show,  more  than  ours,  the  advantages  and  economy  of  sub- 
stituting light  locomotives. 


PITTSBURGH,  PENNA.  79 


WEIGHTS  OF  LOGS  AND  LUMBER. 

WEIGHT  OF  GREEN  LOGS  TO  SCALE  1,000  FEET,  BOARD  MEASURE, 

Yellow  Pine  (Southern) :.  .8,000  to  10,000  Ib. 

Norway  Pine  (Michigan) 7,000to   8,000  Ib. 

i  off  of  stump 6,000  to   7,000  Ib. 

White  Pine  (Michigan)  ioutofwftter 7>oooto  ^m^. 

White  Pine  (Pennsylvania),  bark  off 5,000  to   6,000  Ib. 

Hemlock  (Pennsylvania),  bark  off 6,000  to   7,000  Ib. 

Four  acres  of  water  are  required  to  store  1,000,000  feet  of  logs. 

WEIGHT  OF  1,000  FEET  OF  LUMBER,  BOARD  MEASURE, 

Yellow  or  Norway  Pine Dry,  3,000  Ib. ;  Green,  5,000  Ib. 

White  Pine Dry,  5,500  Ib. ;  Green,  4,000  Ib. 

WEIGHT  OF  ONE  CORD  OF  SEASONED  WOOD,  128  CUBIC  FEET  PER  CORD, 

Hickory  or  Sugar  Maple 4,500  Ib. 

WhiteOak 3,850  Ib. 

Beech,  Red  Oak,  or  Black  Oak 3,250  Ib. 

Poplar,  Chestnut,  or  Elm 2,350  Ib. 

Pine  (White  or  Norway) 2,000  Ib. 

Hemlock  Bark,  Dry  (1  cord  bark  got  from  1,500  feet  logs) 2,200  Ib. 

MEMORANDUM.— When  wood  is  cut  in  4  ft.  lengths,  a  pile  4  ft.  high  and  8  ft.  long  con- 
tains one  full  cord  of  128  cubic  feet.  Wood  for  locomotive  fuel  is  cut  in  2  feet 
lengths  and  a  pile  of  4  ft.  high  and  8  ft.  long  is  reckoned  as  a  locomotive  cord.  For 
our  small  locomotives  wood  should  be  cut  about  18  inches  long.  The  fuel  reports  of 
our  wood-burning  locomotives  are  given  in  locomotive  cords  of  64  cubic  feet. 


TO  FIND  THE  SIZE  OF  RAIL  NEEDED  FOR  A  LOCOMOTIVE. 

Multiply  the  number  of  tons  (of  2,000  Ib.)  on  one  driving  wheel  by 
ten,  and  the  result  is  the  number  of  pounds  per  yard  of  the  lightest 
rail  advisable. 

This  rule  is  only  approximate,  and  is  subject  to  modification  in 
practice.  (NOTE. — If,  as  is  often  the  case  with  four-wheel-connected 
locomotives,  the  weight  on  front  and  back  driving  wheels  is  not  the 
same,  the  heavier  weight  must  be  taken.) 


TO  FIND  THE  NUMBER  OF  TONS  OF  RAIL  PER  MILE  OF  ROAD. 

Multiply  weight  of  rail  per  yard  by  11,  and  divide  by  7.     This  does 
not  include  sidings,  and  a  ton  is  reckoned  at  2,240  pounds. 

EXAMPLE.— The  number  of  tons  of  28  pounds  per  yard  rail  required  for  one  mile 
is  11  x  28=308  ;  divided  by  7=44  tons. 

The  number  of  tons  of  2,000  pounds  required  per  mile  is  very  nearly 
1%  times  the  weight  per  yard. 

EXAMPLE.— 1%  time  gives  28  times  49  tons  per  mile  required  of  28  pounds  rail. 
Rails  are  regularly  sold  by  the  ton  of  2,240  pounds. 


80 


H.   K.  PORTER  &  CO., 


TABLE  OF  TONS  PER  MILE  REQUIRED  OF  RAILS  OF  FOLLOWING 
WEIGHTS  PER  YARD. 


Weight 

Tons  of  2,240  Ib. 

Weight 

Tons  of  2,240  Ib. 

per  yard. 

per  mile. 

per  yard. 

per  mile. 

16  Ib. 

25  tons,  320  Ib. 

35  Ib. 

55  tons,         0  Ib. 

20  " 

31      "      960  " 

40  " 

62      "      1,920    " 

25  " 

39      "      640  " 

45  " 

70      "      1,600    " 

28  " 

44      "         0  " 

56  " 

88      "            0    " 

30  " 

47     "      320  " 

60  " 

94      "        640    " 

RAILROAD  SPIKES,  MADE  BY  DILWORTH,  PORTER  &  CO.,  (LIMITED), 
PITTSBURGH,  PENNA. 


Size  measured 
under  head. 

Average  number, 
per  keg  of  200  Ib. 

Ties  2  ft.  between  centres, 
4  spikes  per  tie,  makes 
per  mile. 

Rail  used,  weight 
per  yard. 

5^xT«B 

360 

5,870  Ib.  =  29^  kegs. 

45  to  70 

5       X   -$5 

400 

5,170  "    =  26 

40  to  56 

5     x  ^ 

450 

4,660  "    =  23^    " 

a5  to  40 

4J^x  % 

530 

3,960  "    =  20 

28  to  35 

A           y    L£ 

600 

3,520  "    =17%    " 

24  to  35 

4L^  X    T?ff 

680 

3,110  "    =  15)4    " 

4     x& 

720 

2,940  "    —  14%    " 

[  20  to  30 

3^3  x  /B 

900 

2,350  "    =  11%    " 

j 

4     x% 

1,000 

2,090  "    —  10^    ll 

J-  16  to  25 

3J4  x  % 

1,190 

1,780  "    =    9 

3     x  % 

1,240 

1,710  "    =    8J4    " 

j-  16  to  20 

^X% 

1,342 

1,575  "    =    7%    " 

12  to  16 

CROSS-TIES  PER  MILE, 

SPLICE  JOINTS  PER  MILE, 

Centre  to  centre.              Ties. 

2  bars  and  4  bolts  and  nuts  to  each  joint. 

\Y%  feet.                       3520 

Rails  20  feet  long. 

528  joints. 

1%    "                           3017 

"     24     " 

440 

2        "                            2640 

"     26     "        " 

406 

2J4    "                            2348 

"     28     "        " 

378 

2^    "                            2113 

"     30     "        " 

352 

The  length  of  rails  as  usually  sold  is  90  per  cent.  30  feet  long,  and  10  per  cent.  24  to 
28  feet  long,  requiring  357  splice  joints  per  mile. 

Weights  of  splice  joints  vary  according  to  their  length,  and  also  the  size  of  bolts. 
The  general  shape  of  rails,  as  well  as  their  weight  per  yard,  also  controls  the  weight 
of  splice  joints.  Splice  joints  are  sold  both  by  the  piece  and  by  weight. 

The  average  weight  of  splice  joints  (complete  with  2  bars  and  4  bolts  and  nuts)  is 
as  follows : 

For  rails  of  16  to  20  Ib.  per  yard,  each  joint  weighs   5  to   6  Ib. 

"    24  to  28  "         "  "  "  6  to    8  " 

"          "    30  to  35  "         "  10  to  12  " 

"          "    40  to  50  "         "  12  to  16  " 

"    56  to  60  "         "  "  "  18  to  24  " 


PITTSBURGH,  PENNA. 


xi 


WEIGHTS  AND  CAPACITIES  OF  CARS. 


* 

NARROW  GAUGE. 

WIDE  GAUGE. 

Weight  of    Weight  of 
car.              load. 

Weight  of  car. 

Weight  of 
load. 

8-wheel  flat  cars  

8,500  Ib.         20,000  Ib. 

16,000  to  18  000  Ib. 

24,000  Ib. 

8,500  Ib.     i    30,000  Ib. 

17,000  to  19,000  Ib. 

28,000  Ib. 

18,000  to  20,000  Ib. 

30,000  Ib. 

19,000  to  21,000  Ib. 

40,000  Ib. 

20,000  to  23,000  Ib. 

50,000  Ib. 

23,000  to  25,000  Ib. 

60,000  Ib. 

8  wheel  box  cars  

10,000  Ib. 

20,000  Ib 

19,000  to  20.000  Ib 

24,000  Ib. 

12,000  Ib. 

30,000  Ib. 

19,000  to  21,  000  Ib. 

30,000  Ib. 

20,000  to  24,000  Ib. 

40,000  Ib. 

26,000  to  28,000  Ib. 

50,000  Ib. 

28,000  to  30,000  Ib. 

60,000  Ib. 

4-  wheel  coal  and  ore  cars.  .  . 

4,000  Ib.         10  000  Ib. 

7,000  Ib. 

16,000  Ib. 

6,000  Ib. 

12,000  Ib. 

9,000  Ib. 

20,000  Ib. 

8-wheel  logging  cars  

4,900  Ib. 

12.000  Ib. 

5,600  Ib. 

20.000  Ib. 

(1,500  ft.  of 

(2,500ft  of 

loss.) 

logs.) 

4-wheel  logging  cars  

2,500  to 
3,000  Ib. 

10,000  Ib. 
12,000  Ib. 

5,000  Ib. 
6,000  Ib. 

1  6,000  Ib. 
20,000  Ib. 

Passenger  coaches 

20,000  to      1  46  to 
22..000  Ib.       64  passsngers. 

35,000  to 
44,000  Ib. 

50  to 

56  passengers. 

Coaches    for    motor    lines, 

suburban  railroads,  etc.  .  . 

9,000  ro 

38  to 

10,000  to 

40  to 

10,000  Ib. 

40  passengers 

14,000  Ib. 

50  passengers 

seated; 

seated; 

75  to 

75  to 

lOOpassengers 
crowded. 

125passengers 
crowded. 

Open  excursion  coaches  

9,700  Ib. 

70  passengers. 

9,700  Ib. 

70  passengers. 

18,000  Ib. 

90  passengers. 

One-horse  car  (16  ft  long) 

3,200  Ib. 
4,500  Ib. 
9,500  Ib. 

16  passengers. 
22  passengers. 
40  passengers. 

Two-horse  car  (23  ft.  long).  . 
8-wheel  street  car  

The  average  weight  of  a  passenger  is  133  Ibs.,  or  15  passengers  per  ton  of  2,000  Ib. 


82  H.  K.  PORTER  &  CO., 


MISCELLANEOUS, 

A  bushel  of  bituminous  coal  weighs  76  pounds,  and  contains  2,688 
cubic  inches. 

A  bushel  of  coke  weighs  40  pounds. 

One  acre  of  bituminous  coal  contains  1,600  tons  of  2,240  pounds  per 
foot  of  thickness  of  coal  worked.  Fifteen  to  25  per  cent,  must  be 
deducted  for  waste  in  mining. 

A  cubic  yard  of  loose  earth  weighs  2,200  to  2,600  pounds. 

A  cubic  yard  of  wet  sand  weighs  3,000  to  3,500  pounds. 

A  cubic  yard  of  broken  rock  weighs  2,600  to  3,000  pounds. 

Water  weighs  about  8%  pounds  per  gallon,  and  one  gallon  contains 
231  cubic  inches. 

One  cubic  foot  contains  almost  exactly  7^  gallons. 

Cast  iron  weighs  about  1  pound  per  4  cubic  inches. 

Wrought  iron  weighs  about  one  pound  per  3^  cubic  inches. 

The  circumference  of  a  circle  is  about  3£  times  its  diameter. 

One  acre  contains  43,560  square  feet. 

A  square  of  208^  feet  contains  one  acre  =  43,560  square  feet. 

A  square  of  147ff£  feet  contains  %  acre  =  21,780  square  feet. 

A  square  of  104ff  §  feet  contains  ^  acre  =  10,890  square  feet. 

One  square  mile  contains  640  acres. 

To  find  the  number  of  gallons  in  a  circular  tank  multiply  the  diameter 
in  feet  by  itself,  then  multiply  by  the  depth  in  feet,  then  by  6,  and  from 
this  sum  deduct  2  per  cent. 

EXAMPLE.— A  tank  14  feet  diameter  and  9  feet  deep.  14x14  —  196x9  =  1764x6= 
10584  less  2#  (=  210)=  10374  gallons.  (This  is  very  nearly  exact.) 


PITTSBURGH,  PENNA. 


ESTIMATES  OF  COST  OF  ONE  MILE  OF  RAILROAD  TRACK. 

Laid  with  steel  rails  weighing  16,  20,  25,  30,  and  35  pounds  per  yard. 

The  following  estimates  are  for  the  track  ready  for  rolling  stock,  not 
including  survey,  right  of  way,  buildings,  tunnels,  bridges,  sidings,  etc. 
They  are  intended  merely  to  give  a  basis  for  more  exact  calculations,  and 
will  require  modification  to  conform  to  variations  in  prices  of  material, 
freight  charges,  etc.  The  item  of  grading  is  very  variable,  and  the 
lowest  figures  for  this  are  for  easy  country,  or  where  steep  grades  and 
curves  are  used  to  avoid  expense  in  grading. 


I.— Cost  of  one  mile  of  track  with   1  6  Ib.  steel  rails. 


Rails  at  $32  per  ton. 

Rails  at  $37  per  ton. 

Rails  at  $42  per  ton. 

25/^nr  tons  of  16  Ib.  steel 
rails                   

At  $32     -   $804.57;  At  $37     =   $930.29 
"  2j^  c.  =       44.50!  "  2%  c.  =       48.95 
"  18   "  =        64.26    "20    "  =        71.40 
"  10   "  =      264.00    "  15    "  =      396.00 
400.00:                 =      600.00 

At  $42     =  $1,056.00 
"     3c.  =        53.40 
"   22  "  =        78.54 
"   20  "  =      528.00 
=      900.00 

1,780  Ib.  of  3^  x$6  spikes 
357  splice  joints  
2  040  cross  ties    

Grading  and  laying  track 

Total  per  mile 

$1,577.33 

$2,046.64 

$2,615.94 

MEMO.— Each  $1  per  ton  variation  in  the  price  of  16  Ib.  rails  will  make  a  difference 
of  $25.14  per  ton. 


II.— Cost  of  one  mile  of  track  with  2O  Ib.  steel  rails. 


Rails  at  $30  per  ton. 

Rails  at  $35  per  ton. 

Rails  at  $40  per  ton. 

31  A6A  tons  of  20  Ib.  steel 
rails        

At  $30     =    $943.29 
"2Mc.=        66.15 
"  20  "  =        71.40 
"  10  "  =       264.00 
—       400.00 

At  $35     =  $1,100.00 
"2%c.=        69.83 
"22   "  =        78.54 
"  15   "  =       396.00 
=       600.00 

At  $40     =$1,257.14 
"2%c.=        77.18 
"24  "  =        85.68 
"20  "  ==       528.00 
=      900.00 

2,940  Ib.  of  4x/B  spikes. 
357  splice  joints  
2,640  cross  ties  
Grading  and  laying  track 

Total  per  mile.  .  . 

$1,744.84 

$2,244.37 

$2,848.00 

MEMO.— Each  $1  per  ton  variation  in  the  price  of  20  Ib.  rails  will  make  a  difference 
of  $31.43  per  mile. 


84 


H.  K.  PORTER  &  CO., 


III. -Cost  of  one  mile  of  track  with  25  Ib.  steel  rails. 


Rails  at  $29  per  ton. 

Rails  at  $34  per  ton. 

Rails  at  $39  per  ton. 

39sWo  tons  of  25  Ib.  steel 
rails  

At  $29     -$1,139.29 
"    2c.  =         70.40 
"  22  "  =         78.54 
"  10  "  —       264.00 
500.00 

At  $34     =-$1,335.71 
"  2J4c.  =         79.20 
"  24  "  -         85.68 
"  20  "  =       528.00 
800.00 

At  $39     —  $1,532.14 
"  2}^c.  =        88.00 
"  26   "  =         92.82 
"  30   "  —       792.00 
=    1,100.00 

3,520  Ib.  of  4xJ^  spikes.  . 
357  splice  joints  
2,640  cross  ties  

Grading  and  laying  track 

Total  per  mile 

$2,052.23 

$2,828.59 

$3,604.90 

MEMO.— Each  $1  per  ton  variation  in  the  price  of  25  Ib.  rails  will  make  a  difference 
of  $39.28  per  mile. 


IV.-Cost  of  one  mile  of  track  with  SO  Ib.  steel  rails. 


Rails  at  $28  per  ton. 

Rails  at  $33  per  ton. 

Rails  at  $38  per  ton. 

47irWtf  tons  of  30  Ib.  steel 
rails  
3,960  Ib.  of  4J4x^  spikes. 
357  splice  joints  
2,640  cross  ties  
Grading  and  laying  track 

At  $28     -  $1,320.00 
"    2c.  -         79.20 
"  24  "  -=         85.68 
"  10  "   -       264.00 
500.00 

At  $33     -$1,555.72 
"  2^c.=     '    89.10 
"  26    "  =        92.82 

44  20    "  -       528.CO 
-       900.00 

At  $38     =$1,791.43 
"  2J^  c.  =        99  00 
"  28    "  =        99.96 
'30    "  =       792.00 
-    1,200.00 

&O  O-fG  QQ 

<&ft  1«£  RA 

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MEMO.— Each  $1  per  ton  variation  in  the  price  of  30  Ib.  rails  will  make  a  difference 
of  $47.14  per  mile. 


V.— Cost  of  one  mile  of  track  with  35  Ib.  steel  rails. 


Rails  at  $27  per  ton. 

Rails  at  $32  per  ton. 

Rails  at  $37  per  ton. 

55  tons  of  35   Ib.   steel 
rails 

At  $27     =$1,485.00 
"    2c.  -         79.20 
"  26  "    =         92.82 
"  10  '    =        264.00 
=       600.00 

At  $32     =  $1,760.00 
"  2^4  c.=        89.10 
"28    "  =        99.96 
"25    "  =      660.00 
=    1,000.00 

At  $37     =  $2,035.00 
"  2^c.  =        99.00 
"30    "  =       107.10 
"  40    "  =    1,064.00 
==    1,200.00 

3,960  Ib.  of  4^xJ^  spikes 
357  splice  joints  .  . 

2,640  cross  ties  
Grading  and  laying  track 

Total  oer  mile... 

$2.521.02 

$3.609.06 

$4.505.10 

MEMO.— Each  $1  per  ton  variation  in  the  price  of  35  Ib.  rails  will  make  a  difference 
of  $55  per  mile. 


PITTSBURGH,  PENNA.  85 


WORKING  REPORTS. 

The  following  record  of  work  done  by  our  locomotives  is  taken  from 
reports  furnished  by  their  owners,  excepting  a  few  cases  where  our 
traveling  agent  has  made  tests.  We  take  this  opportunity  of  acknowledg- 
ing our  indebtedness  to  our  customers  who  have  taken  so  much  trouble 
iu  furnishing  us  with  this  valuable  and  unique  information. 

These  reports  are  not  intended  as  a  list  of  our  locomotives  in  use,  as  a 
large  proportion  of  our  customers  have  never  had  a  survey  made  and  are 
unable  to  give  the  information.  Many  of  these  reports  were  made  ten 
to  fifteen  years  ago,  and  the  conditions  of  service  have  been  changed 
often  meanwhile.  In  a  few  cases  the  same  locomotive  appears  in  the 
reports  of  different  owners. 

The  average  performance,  and  usually  the  best  work  done  in  regular 
service,  is  given,  and  this  is  generally  considerably  within  the  full  capacity 
of  the  locomotive.  The  regular  work  is  in  some  reports  very  much  in 
excess  of  the  estimated  capacity,  and  in  these  cases  there  may  be  extra 
favorable  conditions  for  overcoming  grades  by  momentum,  or  the 
locomotive  may  be  worked  harder  than  usually  advisable.  In  no  case 
where  a  special  test  has  been  made  with  track  and  cars  in  good  order, 
has  any  locomotive  failed  to  come  up  to  the  estimated  capacity. 

These  reports  are  not  given  as  testimonials  or  recommendations, 
although  we  have  an  abundance  of  these,  but  our  intention  in  presenting 
them  is  to  give  practical  information,  based  on  actual  facts,  instead  of  on 
theoretical  calculations,  as  to  the  power,  speed,  daily  mileage,  and  con- 
sumption of  fuel  and  water  of  our  locomotives  ;  and  as  to  the  grades  and 
curves,  the  gauges  of  track,  weights  of  rail  and  efficiency  of  different 
classes  of  roads  on  which  light  locomotives  can  be  used  advantageously. 

We  have  placed  these  reports  in  tabular  form,  grouping  together 
similar  locomotives,  arranged  according  to  the  sizes  of  cylinders  and 
the  steepness  of  the  grades.  By  this  arrangement  a  comparison  can  be 
made  at  a  glance  of  the  work  done  under  various  conditions.  While 
these  reports  are  necessarily  unscientific,  we  know  of  no  other  record 
of  locomotive  performances  that  can  be  compared  with  them  for 
practical  use. 


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Broadford,  Pa. 

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St.  Mary's  Coal  Co....'... 
St.  Mary's,  Pa. 
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Julian  Fishburue  
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Mount  Carbon  Co.  (Ltd.) 
Coke  works. 
Powellton,  W.  Va. 

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Rose  Mining  &  M'f  'g  Co. 
Phosphate  mines. 
Charleston,  S.  C. 

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Fairmouut  City,  Pa. 

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Buffalo,  N.  Y. 

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Iron  ore  and  limestone 
Fairchance,  Pa. 

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Pittsburgh  &  Wheel.  Coa 
Bridgeport,  O. 

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Keokuk,  la. 

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J2  «  >  ^"3  o 

out  150  miles  per  day  of  22 
ours.  Moved  4,280  cubic  yards 
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rom  steam  shovel  to  dump, 
eturning  vip  grade  of  7  per 
ent.,  500  feet  long,  with  empty 
ars  in  one  day  and  night  of 
2  hours.  Seven  other  locomo- 
ives  doing  similar  work. 

s  hauled  4  cars=42  tons. 
}rade  300  feet  long.  50  miles, 
urning500  Ibs.  coal,  and  using 
tanks  of  water  daily. 

es  the  work  of  7  mules  in  about 
alf  the  time  easily.  Steepest 
rade  100  feet  long.  Rises  642 
t.  in  2  miles. 

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Has  hauled  38  <-ars  f 
grade  of  44  feet  pe 
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Curve  comes  on  105  I 
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tanks  water  daily, 
coal  fuel  per  week. 

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tons  coal  daily. 

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Excello,  Mo. 

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St.  Marys,  Pa. 

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aunt  Coal  &  Iron  Co.  .  . 
lirmount  City,  Pa. 

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Kanawha  Colliery  Co.. 
ml  Valley,  W.  Va. 

ce  Colliery  
Pottsville,  Pa. 

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:man,  Jr.,  &  Co  
Latrobe,  Pa. 
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Brooks  &  Son  
Nelsonville,  Ohio. 

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to  72  miles  daily. 

LS  1  muled  23  cars=~34U  tons. 
(I  to  40  mil«js,  burning  800  Ibs. 
•oal  fuel,  and  using  4  tanks  of 
vater  per  day  of  9hours. 

feet  curve  comes  on  150  feet 
Tftde,  200  feet  grade  is  3,000 
eet  long.  Has  hauled  60  cars. 
3ars  come  down  loaded  with 
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,000  Ibs.  coal  fuel,  l,20u  gallons 
vater  daily,  getting  out  450 
ons  of  coal. 

is  hauled  25  cars,  or  4G  tons. 
15  to  40  miles,  500  Ibs.  coal  fuel, 
[  tanks  water  per  day.  Does 
he  work  of  20  mules  and  10 
Irivers,  and  could  do  the  work 
)f  30  mules  and  15  drivers. 

30  hauls  40  loaded  cars  HO 
ons  up  a  78  feet  grade.  Usual 
vork  less. 

ad  all  underground.  50  miles, 
,000  Ibs.  coal  fuel  daily. 

If 

GO   0 

si 

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to  65  miles  daily.  Ran  18 
noiiilis  withou'  losing  a  trip. 

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ing  %  cord  of 
using  2  tanks 
of  10  hours. 


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tons.  119  to  153  miles,  3  cords 
wood  fuel,  8  tanks  water  per 
day  of  11  hours.  Usual  speed 
18,  and  best  25  miles  per  hour. 


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I  N  D  EX. 

PAGES. 

CATALOGUE  OF  LOCOMOTIVES  AND  MOTORS 4  to  45 

COAL  MINES, 71  and  72 

COAL  ROADS, 70 

COKE  OVENS, 72 

CONTRACTORS'  TRAMWAYS, 69 

COST  OF  OPERATING  LOCOMOTIVES, 77 

CURVES 53  to  56 

DUPLICATE  PARTS, 1 

ESTIMATE  OF  COST  OF  RAILROADS,          ....         83  and  84 

GRADES, 52 

GAUGE  OF  TRACK, .        .         .    58  to  60 

GUARANTY,     ...........          2 

HAULING  CAPACITY  EXPLAINED, 46 

HAULING  CAPACITY,  TABLES  FOR  CALCULATING,        .         .    47,  also  50 

LIGHT  RAILROADS, 60 

LOGGING  RAILROADS, 73  to  75 

MISCELLANEOUS  INFORMATION,         .......     82 

MOTORS, 31,  32,  and  42  to  45 

MOTOR  RAILROADS, 61  to  66 

NARROW  GAUGE 59 

PRICES, 2 

PLANTATION  RAILROADS, 76 

RAILS, 56  and  57 

SHIFTING,        ...........         68 

SPECIAL  SERVICE  (Mills,  Furnaces,  Etc.),         .        .        .        .   66  to  68 

SPECIFICATIONS, 3 

SPIKES,  SPLICES  AND  CROSS  TIES, 80 

SUBURBAN  AND  STREET  RAILWAYS, 61  to  66 

TONS  OF  RAILS  REQUIRED  PER  MILE,     ......  80 

WEIGHTS  OF  CARS, 81 

"    LOGS,  LUMIIEK.  ETC.,  ......  79 

WOODEN  KAILS,      .........      06  and  57 

W i . it K  i NG  REPORTS  OF  PASSENGER  LOCOMOTIVES,  .  .  .  86  to  91 
•  NOISELESS  STEAM  MOTORS,  .  .  92  to  95 
"  FREIGHT  LOCOMOTIVES,  .  .  .  96  to  101 
"  SIX-DRIVER  TANK-LOCOMOTIVES,  .  102  to  105 
"  SHIFTING  LOCOMOTIVES,  .  .  106  to  109 
"  SPECIAL  SERVICE  LOCOMOTIVES.  .  110  to  125 
"  MINE  LOCOMOTIVES,  .  .  .  126  to  131 
"  "  LOGGING  LOCOMOTIVE-.  .  .  132  to  147 


5201 


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M/lh       4  1QC7 

MAR  1 

L,                   'T. 

-[RECEIVED  BY 

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LD  62A-50m-7,'6.ri 
(F5756slO)9412A 


General  Library 

University  of  California 

Berkeley 


